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Welcome to Martham Boats Founded in 1946 and set in idyllic countryside, Martham Boats is a third generation family run boatyard which is set in the very heart of the Norfolk Broads. We offer a wide range of self-catering accommodation from cosy riverside bungalows to the hire of traditional hand crafted timber motor Cruisers, which complment the timber and GRP Sailing Yachts. Some of our traditional wooden boats were designed and built here at Martham by our dedicated team of Boat Builders back in the 1940's/50's. Today, we still carry on the tradition of boat building, constructing craft, in a way that harmonises with the romantic views of the Norfolk and the Suffolk Broads and their wildlife. Our hire fleet not only includes cruisers and sailing yachts, there are also a selection of day boats, half decker’s (day sailor’s) and canoes, which are available for hire for those who wish to spend a quiet day exploring our beautiful and safe rivers here on the Norfolk Broads. Canoeing in the Norfolk Broads is a wonderful and safe experience for all the family as it allows you to explore all of our smallest waterways, and view at close hand, all the wonderful wild life that the Broads has to offer.

In 2009 we decided to have a go at Stand Up

Paddleboarding, and very soon after became an accredited ASI School with a fully equipped e-commerce site at In 2010 we held the first stand up paddleboard race on the Norfolk Broads which is now known as the Norfolk Classic. The course is approximately nine miles long and held during the middle of July. With a competitor list of over 80 paddlers, some even coming from overseas just to take part, the race seems to be getting bigger and better every year.

Need Assistance If you require any form of assistance during your cruise, please do not hesitate to call the office for advice or reasurance. If you need help with any of the operation of equipment on board, please refer to operation part of this manual. If you are still not sure please call the office. Alot of these things can be sorted out on the phone and this will hopefully save you missing out on cruising time !!. Many people think that because you are a long way by boat that it is going to take the same amount of time to get to you by road. This is not the case, as many places on the broads are accessible by road. However if you are moored in a middle of a broad, we can not get to you without a boat, we are good but not that good!!! For example, if you are on a sailing craft and you are having problems with the sails, but there is no road near you, can you please motor to a place with road access so we can dispatch a member of our team out to you. When contacting us you should give clear details on the • The name of the boat • Your accessiblity by road (we are good but can not walk on water !!) • Where you are • The nature of the problem Once we have ascertained this information, we can then direct a member of staff to assist you. Office:

01493 740249

Normal Office Hours:

8.00 - 16.30

If you have an emergency outside of normal working hours please telephone: 01493 740065 where your call will be answered by one of our out of hours Engineers. If there is no answer, please leave a message on their voicemail leaving your name and telephone number so that our Engineer can call you back.

Accidents During your stay with us, you are in charge and responsible for the crafts safe navigation of the waterways. No minors may control the craft without supervision of an adult over the age of 18. Accidents do happen - some minor and some which result in damage to the boat or somebodies property. If damage is caused, please inform the yard straight away. Please take pictures if possible.

Accidents involing other craft private or hire please gather the following information: •

Find out the name of the other boat and the registration number.

Name and address of the hirer or owner.

Damage caused to other craft, and your craft

Date and time of the accident

Place of accident

Immediately report the accident to the office on 01493 740249.

On your return to our boat yard, an Insurance form must be filled out before you depart for the journey home.

Please note that: Failure to follow the proceedure above, could result in you being liable for the full cost of the repair of the damages caused.

America Operation Gas The 2 gas cannisters are located within locker within the front deck. One of the cannisters is in use and the other is a full spare. Gas canister’s should always be isolated when not in use. If there is a smell of gas, turn the gas off and disconnect gas canister’s (as shown in leaflet in Skippers Handbook). Open all the windows and doors and notify the boatyard immediately. Do not attempt to start the engine, do not smoke or moor near other craft. If you are cruising at the time you first notice the smell, moor up, switch off engine and call the yard.

Daily Checks 1. Check weed filter to make sure it is not blocked. This is located near the engine. DO NOT ISOLATE WEED FILTERS WHEN CHECKING.

Check water in coolant tank.

4. Make sure water is pumping through exhaust pipe.

Engine When you go to start the engine, firstly, go to the Morse control which is located in cockpit on the starboard side. Place the lever vertically in the neutral position and pull the small silver button into the disengaged position. Put the lever into maximum reverse or forwards to get full revs. Then go to ignition panel, turn the ignition rocker switch to the on position. Press the heater plug button in and hold for 10 to 15 seconds, then press the start button. Once the engine has started, let the revs build up and then decrease the lever back to the vertical position (so engine isn’t revving hard for too long). To get drive press silver button back in then you have forward and reverse drive. To stop the engine, press the black button on the right hand side of the ignition panel, hold in till the engine cuts. Always remember to turn rocker switch back to the off position, as the alarms don’t always sound which will flatten the battery. Never turn the engine off until the boat is moored and secured to the bank. Run the engine for up to 2 hours a day, staggering if possible to an hour in the morning and an hour in the afternoon, this will charge up the batteries and give hot water. The engine is located in the engine housing in the forepeak.

Well Area Rhond anchors, spare ropes, spare reefing ties, winch handle, water key and a mallet are located port middle locker. Ignition panel is starboard middle locker.

Heater Located by trip panel near starboard rear quarter berth. Turn thermostat to desired heat setting and then turn the knob which is located above to the heat position. The heater will go through a start up procedure and after a couple of minutes, it will fire up and heat will come out of the vents in the front cabin and main cabin. Turn heater to ‘0’ and it will go through a shut down procedure which again will take a couple of minutes. If heater doesn’t start up after 5 minutes, start engine and run out of gear at ¼ throttle in conjunction with heater, this will give the voltage boost it needs to start.

Fire Extinguisher & Fire Blanket Three fire extinguishers are on board. One is located next to the quarter berth just inside the rear cabin. Another is located above the galley sink. The third is located in the forward cabin on the starboard side bulkhead. The fire blanket is positioned on the port side quarter berth bulkhead just inside the rear cabin. Make sure you are familiar with how to use them. Instructions are printed on the fire extinguishers and fire blanket.

Smoke Detector This is located on the ceiling.

Carbon Monoxide (CO) Alarm This Alarm is mounted on a bulkhead.

Trip Switch Panel Starboard side rear quarter berth. The switches on the panel should be on at all times. If the white line on the switch is visible, this particular electrical appliance has tripped out. Push back in to re-set. Check the master bilge pump switch daily is on ‘auto’. To use the bilge pump manually, change the switch to ‘man’ and hold. When the job is complete, put the switch back onto auto.

Sinks The main sink is located in the galley, the filtered drinking water is next to the sink. A small sink is located in the forward cabin and heads both have automatic hot and cold water.

Gas Cooker Contains 4 hobs, a grill and an oven. The oven and grill are located under the sink on portside. Make sure the gas cylinder is turned on and the gas isolation valves, located under galley work top and above fridge in galley area (for on position, turn toggle in line with pipe). Please note that the hobs and oven have flame failure devices installed, so remember to keep the buttons pressed in for 10-15 seconds. To operate the hobs, press in the relevant dial and turn on, then light the gas and hold the dial in for 10 to 15 seconds then release it. To operate the oven and grill the dial is located by the oven door. Press in dial and turn clockwise and light at the top in the middle for the grill, and for the oven, press in the dial in anti-clockwise and light at the back in the middle, remember to hold the dial in for 10 to 15 seconds. Cooking should not be undertaken unless the roof is raised. When operating the cooker, and especially the grill, the area must be well ventilated by opening windows and door.

Lights There are lights underneath the coach roofs port and starboard and also on lifting roof. All lights are operated by toggle switches on the lights themselves. One light is in the lifting roof, the light switch is as you come through the cockpit cabin door on the right.

Holding Toilet As the holding tank is small, it is advisable to have the toilet pumped out midweek, if the yacht is hired for a week and this can be done at most boat yards at cost. To operate the toilet flush, press down the pedal and hold the flush button in on bulkhead. The flush uses river water. When finished, pull up pedal. Please do not put sanitary towels, tampons, nappies, wipes or kitchen roll down the toilet, as these can cause the toilet to block. Please do not use harsh chemicals, e.g. bleach or strong disinfectant to clean the toilet, as this will cause the seals within the toilet to rot.

Emergency Escape Hatch Located above toilet in heads.

Isolation Switch and Fuel Shut off Valve Located in forepeak are the engine isolation switch, and the engine the fuel shut off valve. Domestic isolation switch, starboard side under seating within locker.

Hydraulic Pump Roof Located at the bottom of the steps of Palace’s cabin there is flap in the floor (hydraulic pump underneath). Position the long bar and small bar into the sockets in the pump (bars located in the step locker). Move the long handle backwards and forwards in order to raise the roof. Make sure the small handle toggle is in closed position. When the canvas is tight, the wooden roof arms front and back in the vertical position. Then quickly open and close the small handle toggle backwards and forwards, to put the weight of the roof back on the supporting arms. To lower, pump up again to take the weight off the supporting arms and onto the pump. Take the wooden arms out of the front and back. Then open the small toggle toward the back of the boat slowly and the roof will go down.

Shower The shower is located in the heads. To use the shower, turn it on and select the temperature required. The water in the shower tray empties automatically overboard. There is a limited amount of hot water, so the whole crew will be unable to have a shower without the engine running to reheat the water, the capacity of the hot water cylinders is limited.

Charging Point There is a 12v cigarette socket, USB charging point and radio which are located near the trip switch panel. Razor point is located in toilet cubicle.

Batteries 1 engine battery is in the forepeak compartment and 3 batteries are underneath the cockpit floor.

Red Diesel The engine diesel point is located starboard side forward of the yacht and holds 60 litres, and should last you one week. The heater diesel point is located at the starboard side back of the yacht and holds 10 litres (this is kerosene). Both will be full on arrival. Do not switch off fuel power supply on diesel craft unless you have a leak.

Water The water point is on the port deck next to the cockpit. It holds 80 litres, and will be full on arrival. We recommend you fill up daily. When the tank is full, the water will flow onto the deck. Always ensure that when you fill up with water at other yards or staithe moorings that you are using fresh water.

Mud Weight Kept at front of boat (storage point also on top of engine box).

Air Vents There are various ventilation points throughout the craft for ventilation. Please do not block.

Boat Cover and Sails Storage is in the forepeak (will need to be removed for mast lowering).

Double Dinette Berth Remove the table from the pole and remove the pole. Place the table on the wooden surround to make into a double berth and place inďŹ ll cushion over the top. Unclip back rest with the two barrel bolts and push the backrest underneath the deck.

Mooring Ropes There is one at front, one at back and 2 in the lockers.

Lowering the Mast Please see separate page

Crutches The long crutches are to be used when the roof is up and the cover is on, or for general sailing. The short crutches are for putting the mast down and going under bridges.

Length: 36ft (10.97m) Beam: 10ft 6in (3.20m) Headroom: 6ft 6 in (1.98m) with roof raised. Draft: 3ft 9in (1.88m)

Safety Information

America A i D Deck kD Diagram i This yacht is provided with a non-slip walking deck, side deck and cabin roof. Suitable non-slip footwear and personal floataton devices must be worn at all times. Be extremely vigilant on the foredeck using handholds including side shrouds, mast and rigging to navigate on foredeck area. The distance from the mast to the mooring ring, identified as having a distance over 1.5m means the hirer could either crouch down to reach from mast hand hold to the mooring ring hand hold or crawl on hands and knees between the two hand holds or bum shuffle across this area. When hoisting main sail, there is a hand hold on the mast. When main sail is up this is operated from the well area. Fore sail/jib is operated from the well area on a furling jib. Cockpit Seating in Well Area The wooden seating area provided in the well is varnished. Extra vigilance should be made within the well on the varnished surfaces. The seating can only be stood on if the hirer is wearing suitable non-slip footwear, a personal flotation device and using handholds. The crew need to be vigilant in respect of stability and hand holds in particular when either entering or leaving the cockpit.

Hand Holds & Emergency Escape Routes

America Hand Holds & Emergency Escape Diagram Emergency Escape Route In the event of a fire or any emergency that blocks the entry point of the yacht and an emergency escape is required, please go to the emergency escape hatch located in the toilet above the heads. Roof is to be raised when using the cooker, appliances or sleeping in the cabin in order to give good ventilation and additional room if required for an escape in the event of a fire/emergency. Hand Holds Hand holds are provided to assist you with safe navigation around the external deck of the boat while both stationary or sailing. Personal flotation devices and suitable non-slip footwear must be worn at all times with extreme care being taken on the fore deck. Handrail locations are as follows: Hand rails are fitted on the port and starboard sides of the cabin lifting roof. Hand rails are fitted on the port and starboard sides of the cabin roof at the front. Horse in the middle of the aft deck. Cleats on either side of the mast. Cleats on bowsprit block. Mooring ring in centre of fore deck. Moorings rings on port and starboard of aft deck. Wooden coaming surrounding well area. The mast when lowered. When the awning is in place, there will be provision to grasp handholds through the awning material.

Martham Boats recommend that life jackets and buoyancy aids should be worn at all times when travelling around the externals of the boat, when sitting in the well area, whilst participating in sailing and when untying mooring ropes and stepping onboard or disembarking from the boat in order to moor up. Sensible shoes should be worn at all times.

Navigation of Bridges The bridges on the broads must be treated with caution. Some are low and narrow like Potter Heigham, Wroxham and Ludham bridges. Others, particularly on the Southern Rivers, are affected by more tidal conditions. For example Beccles, Somerleyton Road and the Railway Bridge along with the bridges on the River Bure close to Great Yarmouth’s railway station.

Sails and masts must be lowered to go through all bridges especially Haddiscoe, Newcut, the A47 Trowse bypass and Brayden bridge (these bridges are quite high and look like you can sail through, but under no circumstances must you do this). Lapwing, America and Palace only : One of our Bridge Pilots will take you through Potter Heigham Bridge if you are on either of these yachts. Once you arrive at the bridge, please moor up, lower your mast and give us a call and we will send a pilot out to you. All other yachts can be taken through the bridge by you, however, if you feel that you need assistance, please just give us a call and we will send a pilot to help you. Check you tide tables to arrive at bridges at slack water, the tide will be less of a hazard and you will have maximum clearance under them. Please remember the following at all bridges: •

• • • •

Make sure the roof is in the down position Remove the boom and gaff from the mast Lower the mast in plenty of time Crew to be within the confines of the yacht whilst travelling through the bridges Mind you head especially with low bridges

If you need one of our Bridge Pilots, who are available from 8am to 4pm, please give us a call on 01493 740249.

Bridge Clearances High Water Normal Tide Central Clearances Bridge Acle

River Bure

Metric 3.66m

Imperial 12’

Wroxham Railway



Wroxham Road



Breydon fixed Span



Breydon Lifting Span



Yarmouth Vauxhall



Potter Heigham Bypass



Potter Heigham Old Road



Ludham Bridge



Wayford Bridge






Postwick Viaduct



Thorpe Railway x2 Bridges



River Thurne

River Ant

River Yare

River Wensum Norwich Trowse Railway Norwich Carrow





Norwich Novi Sad



Norwich Foundry



Beccles Bypass



Beccles Old Road



Oulton Broad Mutford



Oulton Broad Lake Lothing Lowestoft Harbour





Somerleyton St Olaves

2.60m 2.44m

8’6” 8’



River Waveney

Haddiscoe New Cut Haddiscoe Flyover

Tide Table Adjustment Times

Average adjustment to the •me of low water at Yarmouth Yacht Sta•on for •mes of •des at:-

High Water (hours)

Low Water (hours)

Av. Summer Springs Range (metres)




Barton Broad








Burgh Castle























Oulton Broad




Po!er Heigham








St. Olaves




Acle Bridge


Sailing Simplified Sailing is not such a difficult art to acquire as might appear at first sight. Once the principles have been mastered, the finer points of sailing come with practice. It is therefore not proposed here to deal with the subject in a highly detailed and technical fashion; but rather to stress the main points in a practical and concise form.

Preparing to sail The Broads, especially in the upper reaches where there is hardly any tide; present the novice with an ideal inland waterway on which to learn to handle a sailing boat. Whatever the type of craft you select will not matter very much. A small balanced lug-sail boat, or a modern sloop rigged yacht with fixed jib are both quite easy to manage. It is perhaps more important that it should be a good stiff craft, that is to say that one will carry plenty of sail without heeling over at the first sight of wind. It is essential for you to acquire at the commencement of your nautical life the vocabulary of the sailing boat. If you will study the accompanying diagrams for a few moments, and then consult them as you read this article, you will soon become familiar with the “language of the boat”. A glossary of terms is also appended to this article.

Hoisting Sails Object As the sails will be used to drive your boat along they need to be hoisted “efficiently”. Failure to achieve this object makes things difficult for the novice when it comes to sailing. The leading edges of both sails must be tight after hoisting. This is essential (refrain with a new sail.)

First Stage Have the craft moored approximately head to wind, that is, moored at the bow and with the stern free to move. Attach the various hooks and shackles of the running gear to the gaff and just haul the halyards tight enough to get rid of any looseness in the cordage. Haul the topping lift taut and so lift the booms weight off the crutches, slacken the main sheet at the same time. Stow the crutches now, not at a later date. If your craft has a jib; rig it by shackling the tack. This forward bottom corner of the jib may go to the stem head fitting, or it may be used with a short bowsprit. If the bowsprit is long, then the tack may be hooked onto a traveler, which in its turn is hauled out forward right out of arms length with an outhaul.

Second Stage A) If the wind is light hoist the jib before the mainsail. In strong winds the jib may be hoisted after the mainsail but only because it makes the work simpler by reducing liveliness. Decide which you are going to do.

B) Assume the main sail will be hoisted first (for this description). The man in the cockpit must now ease or overhaul a lot of the mainsheet, through the blocks so that the main boom is free to swing along way from side to side. Don’t hold the sheet and don’t cleat it or belay it. C) Hoist the mainsail by hauling on both halyards at the same time (one person or two). Keep the peak a little higher than the throat. As soon as the luff of the main sail becomes fairly taut, cleat the peak halyard temporarily. The main halyard is hauled upon with considerable strength to get the luff rope tight. Belay the main halyard to its own cleat, probably on the tabernacle. Now go back to the peak halyard and haul upon it and as you do so the mainsail will become a lot more lively. At the same time slacken away the topping lift and the boom will now be supported by the sail. Adjust the peak halyard so that the sail seems free of wrinkles. Raise and then lower the peak a little to find the right spot and then having found the angle which is about correct, raise the peak a few more inches as it will soon sag a little due to stretch in the cordage. The sail and the boom will be swinging about (perhaps it may seem rather menacingly) above the cockpit. Don’t try to restrain it and only touch the sheet to pay out even more rope. D) Next attach the jib halyard to the head of the joist and hoist this sail. If the halyard twists around itself or if the head of the sail is all screwed up like a towel being wrung out then lower away. Unhook the block and turn it and do this until everything goes up ‘fair’. Get the halyard tight (and after sailing it will tightening again). On a loose fitted jib there will be jib sheets leading aft, one down each side deck through fairleads. You now get under way with a helmsman at the tiller. Somebody else casts off forward and backs the jib by hand up into the wind so as to blow the bow of the craft one way or the other. While this is going on the helmsman must NOT haul the main sheet in. wait until the boat has blown well away from the bank and roughly parallel with the bank and not pointing at it. Only then, haul on the sheets and move ahead.

Lowering Sails Point the bow into the wind, and proceed to take down the jib first, but if there is much wind it is wise to lower the peak of the mainsail first, just sufficient to spill some of the wind out of the sail. This will stop alot of the flapping and prevent you craft from remaining too “lively”. Haul on the topping, lift enough to raise the booms, after a few inches and to take its full weight, then slack away both main and peak halyards together. Keep peak (end of gaff) well up, say 45 degrees, not horizontal, and this will help to drive the throat downwards. As the loose canvas comes down, it should be gathered in onto the boom by hand, and as soon as the gaff is about halfway down, the boom can start to be coaxed towards amidships. Immediately the gaff is fully lowered one or two lengths of lacing are put around the two spars and the sail to prevent any wind from getting into the sail. Only when this has been done should the crutches then be got out and set up. Slack away topping lift to drop boom etc., into fork of the crutches. The crutches are only intended to act as a static prop and should only be in position when the boom tyers are secured. Roll up the loose canvas as neatly as possible, and stow between the gaff and the boom, securing the whole with lengths of lacing. Sails however should not be permanently stowed away wet.

The Art of Sailing Having learned the technicalities of hoisting sails, you now reach the more interesting point of getting underway. It will be quite sufficient and certainly it will much simplify matters, to discuss sailing under three conditions, namely; 1) A fair wind – i.e. with the wind more or less dead astern. 2) A beam wind- i.e. with the wind at the port or starboard. 3) A head wind- i.e. The wind more or less dead ahead Let us deal with them in that order.

A Fair Wind When running before the wind (i.e. a fair wind )which is the easiest part of sailing, the mainsail should be slacked right out, according to the direction of the wind. Never allow the boom of the mainsail to go forward of the mast and be sure to keep it clear of the shrouds. The one thing to be careful of is “gybing”, that is, the sudden swinging over of the heavy mainsail and boom. This can result in a torn sail, or even dismast your vessel. Watch your mainsail when it begins to quiver or flap; these are the unmistakable portents of a gybe. To take in a gybe that is, to counteract the sudden swinging over of the mainsail from one side of the boat to the other – haul in your slack mainsheet as quickly as possible; this will enable you to check the mainsail as it swings over to the other side. With the tiller, steer your craft to the opposite direction to the gybe, that is if your mainsail is going over to the port, steer your boat to the starboard. Pay particular attention to the steering, for it is often possible to arrange a forestall a gybe, and erratic steering is considered bad form in yachting circles and may even result in a lot of unnecessary gybing.

A Beam Wind (i.e. a side wind) The position of the mainsail varies from being about half slackened out to “close hauled”. Close hauled is the term applied when the yacht is sailing as close to the wind as possible and with her sails well hauled in. Note that even when sailing close hauled, the sails must not be pinched in too much. In other words the boom should always hang a little to the left or the right of the stern as the case may be. Should the yacht heel over too much for your liking, or beyond what might be termed the safety limit, just slack out the mainsheet slightly, or with the tiller ease her up into the wind. Sometimes these operations are better performed simultaneously. With a little practice you will find that this can be made a surprisingly smooth action.

A Head Wind Sailing into the wind is technically known as “beating to windward”, and it is here that the tactics employed constitute the fine art of sailing. A diagonal course must be taken from one side of the river to the other. Whilst it is good policy to sail as close to the wind as possible, do not make too great a sacrifice to achieve this. See your sails are always kept nicely filled, and remember, when they start to quiver and flap, this is a sign you are sailing near to the wind. It is better to gain even a little on each tack than constantly to stall you craft for lack of wind, a mistake that the amateur in his natural ambition to gain as much ground as possible only too frequently makes. It is not always necessary when coming about at the end of a tack to make a direct turn. With a smart breeze blowing and plenty of way in the boat, it is possible to shoot up into the eye of the wind, that is, letting the boat run up into the wind by own momentum before going into the next tack, and so gain considerably on each and every tack. It is worth noting that yachts differ very widely in their ability to sail close to the wind. Most sailing boats require quite individual treatment and the amateur is well advised to thoroughly familiarise himself with the characteristics and peculiarities of his particular craft.

Reefing It is very often necessary to “take in a reef” or reduce the sail area in a very strong wind. Indeed, many boats will sail faster reefed, under these conditions, than in full sail, which brings us to another important point. The majority of sails are made with two or three rows of reef-points or eyelets. The latter are not in very common use. Start at the forward end, technically known as the weather of the mainsail where you will find a medium ring or “cringle” on the rope edge of the sail by the reefing line to be used. First make this fast to the gooseneck or tack cringle by means of a stout piece of lacing. Now attach a medium length of lacing on the leach cringle at the other end of the reefing line. Then thread the lacing through the eye of the sail that is already attached to the boom then back to the leach cringle of the reefing line. Then pull the sail along taut and make fast the aft or leach cringle. Roll up the loose canvas neatly and tie up with the reef points. It is better to fasten the reef-points or lacing around the foot of the mainsail and not right round the boom, as by the latter method there is some danger of tearing the sail.

To Shake Out a Reef First untie all reef-points or to take out the lacing. Then unfasten the weather and leach cringles. Be sure to loosen all the reef-points, as failure to do this may easily result in a torn sail.

How To Stop A Yacht And Bring Her Up To Moorings Whenever possible when coming up to moorings approach them head to wind. That is, if you are running before the wind sail well past, then turn around directly into the wind and head-up to your moorings, gauging matters so that your craft is practically at a standstill by the time it reaches there. However, if you are running before the wind and it is impossible for any reason to come about, first lower the peak then the haul in the jib. Again try to arrange this so that you have practically stopped on arriving at the mooring place.

A Word on Mooring When coming up to mooring have all sails quite free and be in position on the foredeck. If coming into the windward bank (as you should) be ready to jump ashore with warp and rhond anchor (if necessary) and hold the hull as she comes in. When mooring in a broad, be sure that the mud anchor is securely fastened to the cleat and that a right amount of rope is paved out to allow the boat to swing out into the wind.

Quanting Or Poling When the weather is dead calm there is no better method of propulsion than by quanting or poling, except in the case of small open boats, in which case recourse must be had to the oars or paddles. The quant is a wooden pole from about 15 to 22 feet in length, one end of which is fitted with a “shoe” or toe, and the other end with a round wooden shoulder-piece or” bot”. To use the quant, take hold of it so that it balances well with the shoe or spike end facing aft. Now walk up with it as far as the mast shrouds. Point the shoe end to the water, and raise the quant up vertically, letting it slide through the hands until it touches the bottom. Next place the bot end against the shoulder and walk towards the stern, pushing the boat along, of course as you go. When you get to the stern, take firm hold of the quant with one hand and give it a sharp pull to free it from the bottom. Be sure to allow sufficient time to clear the quant, as the mistake frequently made by amateurs is to wait until the last moment and then allow themselves to be pulled overboard by a quant which is apparently stuck hard and fast in the bed of the river. Beware of boom movements and also of jib sheet when on side deck. The helmsman can assist the quanter by steering the boat so that the hull is kept just off the quant.

Sailing and Navigation Rules Port and Starboard. Looking forward Starboard is the right- hand side. 1.) A Vessel with the wind on the port side gives way to a vessel with the wind on the starboard side. 2.) Both vessels running free with the wind on opposite sides, the vessel with the wind on her port side gives way.

3.) Both vessels running free with the wind on the same side, the windward (Upwind) vessel keeps out of the way of leeward (downwind) vessel. As a cautionary note the windward sailboats downwind vision is likely to be impaired by its sails. Even though you maybe the downwind sail boat never assume that the windward boat can see you. 4.) Two vessels with the wind on the same side the vessel windward gives way. 5.) Steam and motor craft must give way to sailing craft except :Where it is too difficult for a large power boat to navigate in small channel. Where the sailing vessel is overtaking. 6.) Every vessel overtaking another shall keep out of the way of the one overtaken. 7.) Vessels engaged in towing have the right of way. Learn these rules thoroughly and abide by them.

Summary and Reminders The essence of yachtsmanship is to keep everything shipshape. See that rope and cable is carefully coiled, and all unwanted gear stowed away. See that the sails set well. A yacht not only looks tidier but will actually sail much better when this is done. Do not hesitate to take in one or more reefs when necessary. There is nothing clever in overpowering the hull with too much sail. Remember that the only “braking power” on a sailing boat is the resistance of the wind and the friction of the water when the boat is turned dead into the eye of the wind. Never make the mainsheet fast when there is any sort of a breeze blowing. See that all ropes and tackles lead freely and that there are no knots and entanglements. A small flag or “burgee” at the mast head is often of great assistance in giving the direction of the wind. Take care to hoist the boom high enough to give sufficient clearance. ‘Ware boom always. Many a man has been knocked overboard by it and many more have received a nasty crack on the head. When tacking or sailing close hauled, don’t make sheer “gain” your objective – in other words, don’t sail close to the wind. Once a yacht gets “weather cocked” or “in stays”, much good time and ground is lost in getting her back into sailing trim again. As a matter of courtesy give way wherever possible to all tugs, freighters, and other commercial craft. It is their livelihood against your pleasure. Avoid steering erratically. It is a waste of time and conducive to unnecessary gybing. Sailing in very rough weather can be, and generally is, rather an alarming experience for the amateur. He can easily overcome any fears or doubts that may assail him by remembering that when the principles of sailing are correctly followed very little harm can result. Do not allow any sailing vessel to heel over too far. A boat will not sail fast on its beam ends. Ease away the mainsheet until the correct angle has been attained. When shaking out a reef take care to untie all the points. No two sailing boats are exactly alike. Get to know the characteristics and peculiarities of your own particular craft. Be alert and prepared. Develop a sense of anticipation ready to deal with emergencies as they arise. Remember the good yachtsman is never caught “off guard”. Let caution be the watch word. It never pays to take unnecessary risks. Avoid all “gybing” as far as possible, but when this is necessary then be the master. When tacking, or for that matter at any time, do not sail in too close to the river banks for danger of going aground. Much valuable time is lost in getting free, and in a high wind it is frequently necessary to lower the sails and put in a lot of hard labour in poling or quanting to get clear. This reminder of course more especially concerns the larger vessels of deeper draught. On river and Broads when racing is in progress, it is an act of courtesy for all yachts not racing to give way to those competing.

Definition of Yachting and Sailing Terms About (about ship). – To turn around, to come about, to turn on a fresh rack. Beating – The diagonal course taken when sailing against the wind. (See Tacking). Boom – The spar to which the foot of any sail is bent Cast off (let go). – To free the vessel from all mooring ropes. The seaman’s reply to this would be “all gone” or “all clear”. Cleats – These are either made of wood or metal. Shaped after the fashion of an elongated “T”, they consist of two prongs on which the rope is criss-crossed and finally made fast with a half -hitch. They are used for making fast halyards or mooring rope. Gaff – The spar to which the head of the sail is bent Gybe – When running free and the wind strikes on the opposite quarter causing the boom to swing over. Halyards – Ropes and tackle used for hoisting or lowering sails or flags. Heeling – When the vessel lay’s over from the pressure of the wind on the sails. In Stays or weather cocked). – When a yacht’s bow’s point dead into the wind. Lee (in the lee, leeside, making for the lee). – A stretch of water sheltered from the wind. Leeward (loo’ard). – The reverse to windward. Leeway – Making leeway, drifting to loo’ard, drifting with the wind. Every sailing boat has more or less tendency to do this. Luffing – To bring the yacht closer to the wind. Mainsheet, Jib Sheet – The rope or ropes for the control of the mainsail and jib. Reef – To reef a sail is to reduce its area by rolling up and tidying a portion at the foot. Reef-points – The lacings used to tie up the sail when reefing or reducing its area. Most sails are made with two or three rows of reef points. Running free – A vessel is said to be running free when she is sailing before the wind. Shackle – A horse -shoe shaped bend, usually of iron or galvanized iron, and equipped with a screw-in pin. It is made in various sizes and used as a connecting -link for chain, cable, or rope. Starboard tack – A yacht is on the starboard tack when the sails hang over the port side; on the port tack when the sails hang over the starboard side.

Steerage way – This term refers to the minimum speed at which the vessel will answer the helm freely. Stiff – Applied to a vessel that can carry plenty of sail – reverse of “cranky”. Tack, Tacking – This is the diagonal course taken when sailing into the wind. It consists of sailing a certain distance close hauled with the wind on one side, and then turning round and sailing close hauled with the wind on the other side. A well constructed yacht will sail to within forty-five degrees of the wind. If it is desired to sail more directly than this, then it is necessary to recourse tacking. Thimble – Metal eye spliced into the end of a rope or cable to ease friction. Tiller – This is the handle connected with the rudder. Topping lift - “Tops up” the boom, thereby relieving the sail of its weight. Traveller – A metal ring equipped with a hook and eye. It “travels” along the bowsprit or gaff. Trim a Sail – Adjust it to make the most advantage of the wind. Windward – The direction from which the wind is blowing. Yaw – A yacht yaws when she goes off her course, first to one side and then to the other.

Yachts Important Notes Please Read 1) If you have a sailing yacht with a bowsprit, you’ll have a (Bob Stay). This wire holds the bowsprit down and in position, thus holding the rest of the rig in position. The Bob Stay is the most important wire on the boat. If the Bob Stay or bowsprit breaks, stop sailing and call the Yard for assistance. Thank you. 2) When sailing the yacht on a run (with wind behind), and you have the sail and boom fully out (port or starboard), please could you ensure you do not rest the boom on the shrouds, this is highly dangerous. The reason this is highly dangerous, is because if you jibe (boom and sail coming across the boat from one side to the other), if you do not sheet in as boom comes across, it will hit the shrouds on the other side of the boat and could break the boom, ga, mast and or shred the sails. Thank you. 3) Could you please ensure that all ropes are in a safe and tidy place when either motoring or sailing, when sailing this is very important because when you raise the sail you easily quadruple the amount of rope that is on the deck, i.e. main halyard on a Bermuda Rig, also peak and throat on a Ga Rig, and many more. If these ropes are not coiled and tidied when yacht heels over, the ropes will go overboard and for any reason you need engine in a hurry, when you start the engine the ropes will foul the propeller, so please could you coil and tidy all ropes. Thank you. 4) Luft lines - Please do not adjust, as they have been set in the correct position, so that they do not put tension on the wrong places on the sails. Thank you,

Here is the results of above Broken Mast

Rope on Propeller


Mainsails normally have two or three reefing positions. We are using the first reefing point in these pictures. 1. 2.

3. 4. 5.

Choose the front first reefing eye. Lace down the first reefing eye to the gooseneck.

Make sure you secure this properly. Go to the back of the boat. Find the first reefing eye on the leach.

6. Tie medium size lacing to the first reef position, making sure that this will reach the back of the boom and back to the eye a couple of times.

7. Thread the lacing through the end of the boom, then back through the eye and then pull, this will lay the eyelets along the boom. Keeping pressure on the lacing repeat the process.

8. Now the rope can go through the eye and around the boom a couple of turns passing through the eye. Now tie o securely.

9. All the eyelets laying along the boom, now have to be laced.

10. Starting either in the middle or at the end, thread the lacing through the eyelet and between the sail and the boom. Repeat this full length of the boom see pic below. 11. Once threaded tie o at one end and just take the slack up to the other end make fast reef complete.

Furling Jib INSTRUCTIONS When using the Fuling Jib: Untie the lashing on the sail. Keep a little tension on the furling line while you pull on the sheet to unroll the sail. This will pull the furling line onto the drum as the sail is pulled out. When the sail is right out you can find the best position to fix a lashing (if you are using this method) to prevent the arm from turning. NOTES Do not forget to look up at the top swivel to check that it is not twisting the halyard. Do not allow the furling line to become slack at any time, as there is a risk that it will fall off the drum. A cam-cleat at the cockpit end of the line is a convenient way of holding it. When you leave the boat, make sure that the furled sail is tied up with a sail tie. If you have a sacrificial strip on the sail, check that it is on the outside of the rolled up sail.

SLOW DOWN Don’t Make Waves Speed Limits are in force on the waterways of the Norfolk and Suffolk Broads Look for the Signs on the rivers and broads that indicate the maximum speed permitted in that area



8 km/h

9.6 km/h

Why should I bother ? Because boat wash is a major cause of bank erosion- the faster a boat goes, the greater its wash and the faster the banks will erode. This greatly increases the risk of land flooding at high tides and threatens the properties close to the river. Also the silt washed from the banks has to be expensively dredged from the river in order to keep navigation open to all vessels.

Think of others By keeping your speed to the limits, you help to protect the widlife whose nest are within the reed beds. Reduce speed when passing other moored craft, canoeist, paddleboards and other water users.

Who must obey the speed limits ? The limits apply to all boats or craft propelled by any form of mechanical power. It applies to all diesel petrol, steam or electric powered craft, including those with outboard motors. The limit does not apply to sailing craft under sail. Yachts with engines running do have to comply to the limit.

What happens if you break the speed limit? Most people on the Broads will understand and observe the speed limits. The Navigation Rangers undertake routine radar speed checks. Even if you are observing the speed limit your boat wash should be less than 300mm (one foot) in height. Don’t forget that anyone who breaks the limits could face a maximum fine of £1000.

Bye-Laws Under Broads Authority Regulations, any person acing in contravention of the following bye-laws will be liable on summary conviction for each and every breach, to pay a penalty. It is forbidden to:


Use any obscene or abusive language to the annoyance of any person


Use ďŹ rearms


Use any musical instrument, television, radio or any other apparatus on any vessel in such a way that it causes nuisance or annoyance to any other person


Set ďŹ re to any vessel whilst it is on the water


Cast of the mooring lines of any vessel (excluding harbour masters). All vessels must be properly and safety secured so as to prevent the risk of avoidable damage to the vessel or place of mooring. Mooring notices to be complies with


All masters of vessels shall navigate such vessels with due care and attention and with reasonable consideration for other persons using the waterway. At a speed and manner which shall not endanger the safety of other vessels, moorings, or cause damage to the banks of the waterway. Reasonable consideration must be shown for persons ďŹ shing from boats or banks of a navigation area.


A minor may take the helm provided that they are under close supervision of an adult over the age of 18. The duty remains on the supervisor to keep a proper navigational watch

Mooring Length of mooring 44 (meters) Aldeby Barton Turf Beccles Marshes Beccles Norfolk Bank Belaugh Staithe Berney Arms Reach Bramerton Brundall Church Fen Burgh Castle Cantley Catfield Staithe Chedgrave Cockshoot Dyke Coltishall Common Commissioners Cut Deep Dyke Deep Go Dyke Dilham Staithe Dutch Tea Gardens, Oulton Broad Dutch Tea Gardens Pontoon Gaye's Staithe Geldeston Great Yarmouth Yacht Station Hardley Cross Herringfleet 78 Horning Marshes Horning Staithe Hoveton St John Hoveton Viaduct How Hill Staithe Irstead Staithe Langley Dyke

A single mooring AA Double mooring 44 41 60 21 22 38 188 40 139 131 36 39 149 231 126 193 112 50


8 4 6 2 2 8 19 8 28 26 3 4 15 46 10 19 11 5




81 64


3 12 6


107 8 14 22 10 20 64 32 4 9

535 89 225 101 87 319 300 40 98

How many boats approx 8

Loddon Staithe Neatishead North Cove Norwich Yacht Station Paddy’s Lane, Barton Perci’s Island Polkeys Mill, River Yare Postwick Wharf Wroxham Broad Island Potter Heigham Martham Bank Potter Heigham Repps Bank Ranworth Reedham Quay Rockland St Mary Staithe Somerleyton St Olaves St Benet’s Stokesby Sutton Staithe Thorpe River Green Wayford Bridge West Somerton White Slea Whitlingham Country Park Womack Dyke Womack Island Woodbastwick Worlingham Staithe Wroxham Broad Island

Potter Heigham Short Stay Moorings Potter Heigham Demasting Demasting Potter Heigham Dinghy Park Demasting Reedham Pontoon Bridge Wait/Demasting Somerleyton Pontoon Bridge Wait/Demasting Ludham Bridge just before bridge Horning bank

82 150 45 507 156 49 72 32 69


7 12 8 50 15 5 7 6 6




145 170 217



81 140 51 300 33 220 223 53 150 25


28 5 60 6 22 22 5 14 2

80 140 34 93 30 69


20 14 3 9 6 6


Local Amenities Martham East of England Coop with cash machine 1 Mile from yard

Center of village East of England Coop with Post OďŹƒce 1.5 miles

Latham of Potter Heigham general store with ďŹ shing tackle & food hall. 2.5miles

Broadland Sport shop Fishing tackle and out sport shop 1.5 miles

M&S Food Acle with a BP petrol station NR13 3BE 5 miles

Tesco Store Caister 7 miles Tesco Store Stalham 7 miles

Barton Hire Yacht Regatta Annually in October

Great Sailing and Social Event. Each Autumn all the yachts in our eet are available to compete in the hire boat sailing regatta on Barton Broad sponsored by Waterways Holidays. Over 30 yachts take part in this event which includes a series of races in the beautiful surroundings of Barton Broad and a programme of social events each evening, culminating in the Regatta dinner and prize-giving. The Charter Yacht Regatta takes place every year and competitors hire their boat for the week covering the regatta period to enjoy a few days practice before the racing plus a little gentle sailing to wind down afterwards. A prize giving dinner is held on the Thursday of the racing week plus there are numerous other fun social events throughout the Regatta week. If you are interested in hiring a yacht for the Barton Regatta, at our special Barton Rates, pleae contact the booking office on 01493 740249.


Stand Up Paddleboarding is an invigorating and widely diverse activity, which like many other paddle sports, can form part of a healthy lifestyle and a means to meeting like minded people. Here at Martham Boats we run a SUP school to introduce people to the sport with fully qualiďŹ ed instructors. If you would like more information on our courses or would like to come and have a go, please give us a call at the oďŹƒce on 01493 740249 or send us an email to

Three Rivers Race

Want a Sailing Challenge The Three Rivers Race is, for many, the premier sailing event on the Norfolk and Suffolk Broads. It is organised by Horning Sailing Club and run usually on the first Saturday in June. All the yachts in our fleet are available to compete in the hire boat class of the Three River Race. To enter the race competitors have to contact Horning Sailing Club (, then they will send an application pack. The sailing yachts will require navigation lights for this event, you can obtain 12v portable set from any good chandlery. How about the Three Rivers in June then the Barton Regatta in October, do both events and get a extra discount off the second event.

Interested Call 01493 740249 today to Book a Boat

Medical & Emergencies Numbers Emergency Police Fire & Ambulance


UK and European Emergency Contact Number for Ambulance (will relay GPS position to emergency services)


For health advice and information call NHS Direct


HM Coastguard


Hospitals Norfolk & Norwich Hospital Colney Lane Norwich Norfolk NR4 7UY 01603 286286

James Paget Hospital Lowestoft Road Gorleston on Sea Great Yarmouth Norfolk NR31 6LA 01493 452452

Doctors & Medical Centers Martham Medical Centre Hemsby Road Martham Great Yarmouth Norfolk NR29 4QG 01493 748833

Stalham Staithe Surgery Lower Staithe Road Stalham Norfolk NR12 9BU 01692 582000

Stalham Green Surgery Yarmouth Road Stalham Norfolk NR12 9PS 01692 580880

Ludham Surgery Staithe Road Ludham Norfolk NR29 5AB 01692 678611

Wildlife Water Bird Rescue Services RSPCA

01603 782626 0300 1234999

Dentists John G Plummer & Associates Dental Surgeons Caister Gorleston Great Yarmouth Hemsby Lowestoft Oulton Village Thorpe St Andrew

West Road, NR30 5AQ 30 Sussex Road, NR31 6PF Greyfriars Chambers, 8 Queen Street, NR30 2QP King’s Court, NR29 4EW 1 Corton Road, NR32 4PH Meadow Road, NR32 3AZ Mary Chapman Close, NR7 0UD

01493 728351 01493 604666 01493 842559 01493 732433 01502 567519 01502 582294 01603 700990

For any of the above, ring at 8.30 am to arrange an emergency appointment between 12 Noon –1 pm.

Pharmacies Acle Beccles Brundall Coltishall Gorleston Great Yarmouth

Hemsby Hoveton Lodden Martham Norwich

Ormesby St Marga ret Stalham Thorpe St Andrew

Co-op, The Street, NR13 3DY George Westwood Way, NR34 9QH Co-op, 118-120 The Street, NR13 5LP 30 High St, NR12 7AA Superdrug, 138 High St, NR31 6QX 171 King Street, NR30 2PA Asda, Acle New Rd, NR30 1SF Tesco, Pasteur Rd, NR31 0DW Boots, 3 Market Gates, NR30 2AX Boots, Gapton Retail Park, NR31 0LZ 3 Kingsway, NR29 4JT Roys Pharmacy, NR12 8UR Boots, 4 High St, NR14 6AH Medical Centre, Hemsby Rd, NR29 4QG Boots, Riverside Retail Park, NR1 1WR Morrisons, Albion Way, NR1 1WU Boots, Chapelfield Shopping Centre, NR2 1SH Asda, Drayton High Road, NR6 5DT Tesco, Blue Boar Ln, NR7 8AB 2 Cromer Road, NR29 3RH Boots, 68 High St, NR12 9AS T & C Hunt, Williams Loke, NR7 0AJ

01493 750502 0345 677 9870 01603 713120 01692 736784 01493 657477 01493 856970 01493 330272 0345 677 9757 01493 859484 01493 663314 01493 731697 01603 777032 01508 520246 01493 740388 01603 662894 01603 663999 01603 629208 01603 787384 0345 677 9503 01493 384000 01692 580329 01603 439239

Veterinary Acle Stalham Wroxham Great Yarmouth

Anchorage NR13 3QX Broadland House NR12 9AH Bridge Vets NR12 8RX Haven Veterinary Surgery NR31 0LE

01493 750255 01692 580171 01692 783920 01493 416700

Boat Safety Certificate Antony Urwin Bank Boats Staithe Co•age Wayford Bridge Stalham Norwich Norfolk NR12 9LN T: 01692582457 M: 07760776367 E:

BSS Examina!on Report: BSSER-285670/15 Informa!on from the checks by the above Examiner concerning the boat and systems detailed below Signed: ___________________________ PIN 467 Boat details: Name: America Nav. Auth: Broads Authority

Examined on: 04 April 2015

Category of checks: Non Private Reg./Index/Mark: 9A

The Examiner noted the following fuels or items on board this boat Diesel fuel and/or system Petrol fuel and/or system Portable Generator Electrical DC power Electrical AC power

Yes Yes

Solid fuel appliance and /or Solid fuel fired steam engine Paraffin, kerosene or other fuel oil and/or system Portable LPG canister(s) and/or appliance(s) Installed LPG system LPG Test method: (B=Bubble tester M=manometer NT=Not Tested) If NT, this is why :

Yes M

Your boat has been examined by the BSS Examiner above against the category of checks relevant to the class of vessel indicated above. The BSS Examina#on is a way of verifying that your boat meets your naviga#on or harbour authority’s minimum safety requirements. The requirements help reduce the risks of fire star#ng & spreading, explosions, pollu#on and carbon monoxide poisoning. Visit for more informa#on.

BSS Cer!ficate

Did the boat meet all the applicable minimum safety requirements? – Yes If yes, the expiry date is: 03 April 2019 Was a warning no#ce issued? No Was the examina#on terminated? No: See examiner’s comments for details, if ‘Yes’ is the answer in either field. The full details of any checks that have not passed and why, are given in the examiner’s comments sec#on which is a•ached if relevant. Any check item that is marked with an ‘R’ (Required) must be addressed in order for the boat to pass If a pass is reported, this document can be considered a receipt-style cer#ficate. However, it is the entry of this informa#on on the central BSS database, and not this examina#on report, that will be used by your boat licensing authority to confirm that your boat has passed its BSS examina#on. A BSS examina#on is NOT a full condi#on survey of a vessel - to understand the scope of a BSS Examina#on and the nature of the Examina#on Report, please read About the BSS Examina!on and BSS Examina!on Report. If your examiner has not provided you a copy, please ask for one, or view the informa#on at

Gas Regulator Information

To Who

Slips, trips All on board & Falls

Hazards to Health & Safety

Drowning Death

Hypothermia Intanglement in Prop

Fractures Breakages

Head injury Shock

Cuts, Bruises, Sprains.

Potential Risk



Risk L/M/H

No running around the craft. Use hand rails and hand holds while moving around the deck. If cover attached to boat, use webbing or handrails accessible through cover. Life rings in ready to use condition at all times. Keep Children supervised. Stow halyards & mooring ropes in a tidy ready to use condtion. Do not jump o boat whilst moving or mooring. Use torch at night when walking along towpath & mooring areas. Caution on disembark and embarking. Know location of mooring rings (handholds). Can be a trip hazard.

Life Jacket to be worn when out of cabins. Always wear suitable non slip foot wear on all outside areas of boat and well area.

Precautions to Reduce Risk

Japonica / Javelin / Jade / Jenny / America / Lapwing / Palace / Twilight / Scarlet Lady Leading Lady / Zoe / Lydia / Coriander / Camellia / Primrose / Violet / Clipper

RISK ASSESSMENT - YACHT HIRE Martham Boat Building & Dev Co Ltd

To Who

Manual All on board Handling Mudweight Awning Roof Hatches Mast Spars Quant Hatches Floorboards Windows Ropes Sails Winches Mooring Rings

Hazards to Health & Safety

Crushing Hypothermia

Shock Fracture Inflamation Entanglement

Sprains and Strains Rope Burns Squashed fingers(cuts) Blistering

Potential Risk




Risk L/M/H

Wear life jacket or buoyancy aid. When lifting bend knees, keep back straight. Keep fingers clear of ropes, winches etc. Do not wrap rope around any body parts Children to be supervised at all times. Keep to side of mast when raising or lowering. Keep all fingers out from under or between items Be aware of glass/perspex windows. Wear gloves to avoid rope burns. Do not stand in forepeak whilst mast being lowered. Stand clear of rigging whilst mast being lowered. Keep ropes tidy and free running. Keep boom and gaff under control when lowering. Guide gaff into crutches by the sail.

Precautions to Reduce Risk

Leading Lady / Zoe / Lydia / Coriander / Camellia / Primrose / Violet / Clipper

Japonica / Javelin // Jade / Jenny / America / Lapwing / Palace / Twilight / Scarlet Lady

Martham Boat Building & Dev Co Ltd


All on board

All on board

Second Means of Escape

To Who


Hazards to Health & Safety



Amputation Decapitation Drowning, Death

Drowning, Death



Risk L/M/H



Falling Overboard Scraps a grazes

Potential Risk

Crew made aware of second means of escape. Crew to be made aware of location of cutting equipment.

Wear Life Jacket or Buoyancy Aid Keep arms and legs within the yacht well. Keep head low in boat on approach to bridge and going through. Crew to stay in conďŹ nes of cockpit. Check heights for navigation

Precautions to Reduce Risk

Leading Lady / Zoe / Lydia / Coriander / Camellia / Primrose / Violet / Clipper

Japonica / Javelin / / Jade / Jenny / America / Lapwing / Palace / Twilight / Scarlet Lady

Martham Boat Building & Dev Co Ltd




Hazards to Health & Safety

All on board

To Who




Fumes Nausea Headaches Equipment failure Burns Pollution Fire and explosion Death

Risk L/M/H

Skin irritation Spillage

Potential Risk

Do not smoke whilst re-fuelling. Do not smoke whilst near engine. Contact yard immediately if fuel leak found. Engine checked prior to each hire by yard. Know where your fire extinguisers and fire blankets are. Know where your escape routes within confines of craft. Cover petrol spilled in water with absorbant pad.

Precautions to Reduce Risk

Leading Lady / Zoe / Lydia / Coriander / Camellia / Primrose / Violet / Clipper

Japonica / Javelin / Jade / Jenny / America / Lapwing / Palace / Twilight / Scarlet Lady

Martham Boat Building & Dev Co Ltd


To Who


All on board

Explosion Diesel All on board

Hazards to Health & Safety


Death Fire and explosion





Pollution Fumes Nausea Headaches

Fumes Nausea Headaches Equipment failure


Risk L/M/H

Skin irritation

Potential Risk

Know where your escape routes or cutting equipment is within confines of craft. If you smell gas, evacuate craft and contact yard immediately. Know where your fire extinguisers and fire blankets are. Flame safety devices are fitted as standard to equipment. Roof to be raised when sleeping in cabins or using appliances to increase ventilation. Smoke alarms fitted in case of smoke and fire. Carbon monoxide alarms fitted to boat in case of CO poisoning

Contact yard immediately if fuel leak found. Engine checked prior to each hire by yard. Know where your fire extinguisers and fire blankets are. Know where your escape routes within confines of craft. Cover diesel spilled in water with absorbant pad.

Precautions to Reduce Risk

Leading Lady / Zoe / Lydia / Coriander / Camellia / Primrose / Violet / Clipper

Japonica / Javelin / Leander / Jade / Jenny / America / Lapwing / Palace / Twilight / Scarlet Lady

Martham Boat Building & Dev Co Ltd


Mast Boom Ga

Handling Tasks /

Hazards to Health & Safety

All on Board

To Who



Crushing / impact injuries Tangled Fracture / head injury Eye injury Hanging Falling overboard Capsizing / falling overboard Drowning / death


Risk L/M/H

Cuts Bruises

Potential Risk

Wear life jacket or buoyancy aid. Children to be supervised at all times. Do not snag mast and rigging in trees, around posts etc. Forestay to be in place, shrouds to be tied and taught whilst sailing. Be aware of the position of the boom movement and speed.

Precautions to Reduce Risk

Leading Lady / Zoe / Lydia / Coriander / Camellia / Primrose / Violet / Clipper

Japonica / Javelin / Leander / Jade / Jenny / America / Lapwing / Palace / Twilight / Scarlet Lady

Martham Boat Building & Dev Co Ltd


Boom Gaff

Handling Tasks /

Hazards to Health & Safety

All on board

To Who



Cuts, impact and eye injury Fractures, concussion Unconciousness, hypothermia Falling overboard Drowning, death


Risk L/M/H


Potential Risk

Brief crew about safety precautions and impact of boom. Be aware of boom movement and speed whilst on deck. Crew to be aware of falling overboard during difference between tack and gybe. Life jackets to be worn by all on deck.

Precautions to Reduce Risk

Leading Lady / Zoe / Lydia / Coriander / Camellia / Primrose / Violet / Clipper

Japonica / Javelin / Leander / Jade / Jenny / America / Lapwing / Palace / Twilight / Scarlet Lady

Martham Boat Building & Dev Co Ltd


Infection caused by exposure to rats, rat or cattle urine in slow owing rivers

All on board

Weils Disease


Cuts Bruising Sprains, strains

Potential Risk

All on board

To Who


Hazards to Health & Safety



Risk L/M/H

Wash cuts and grazes immediately with soap and water Wear protective clothing ie gloves Cuts to be covered with waterproof plasters Do not swim in the river

Wear life jacket or buoyance aid Stand in front of tiller when reversing under motor. Children to be supervised at all times.

Precautions to Reduce Risk

Leading Lady / Zoe / Lydia / Coriander / Camellia / Primrose / Violet / Clipper

Japonica / Javelin / Leander / Jade / Jenny / America / Lapwing / Palace / Twilight / Scarlet Lady

Martham Boat Building & Dev Co Ltd


A Brief History The bridge at Potter Heigham is possibly the most notable landmark in the whole of Broadland. To some it is an obstacle beyond which, in many modern boats, the traveller cannot go, even at the lowest tides. To others it is the gateway to a magical world of water and wilderness in which memories linger from childhood and mingle with the stuff of books. Childhood heroes such as Jim Vincent and Anthony Buxton are remembered from bygone ages of Broadland. To those must be added Maurice Davey, Jimmy and Phyllis Brown and the others who are known best by their Christian names alone: Gordon, Patrick and Ian, to name but a few. These are the names associated with that enduring of Broadland institutions; a genuine family boatyard. I am writing about Martham Boatbuilding & Development Company of course; or Martham Boats as they are affectionately known to the many holidaymakers who return year after year. Right at the start it was more of a community boatyard than a family one. Maurice Davey was an apprentice to the yard of Herbert Woods. It was there that he laid the foundations of his craft. In common with other apprentices he longed to have a boatyard of his own. This wishful thinking took place before the war. The war itself provided a further development of his skills. At a naval base in Shetland, Maurice Davey was responsible for the repair and renovation of all kinds of naval craft. It was a wonderful opportunity and on his return home, in 1946, he set about putting his long held dreams into practice And so, in the company of James (or Jimmy) Brown, Frank Skoyles and Derwent Wright, Martham Boatbuilding & Development Company was born. Jimmy Brown was the Managing Director (the “brains of the enterprise” as Maurice Davey put it). Maurice, himself, was the chief designer. The early years saw mainly cruising yachts and the “June” series of launches. From out of this relatively modest start there grew the now familiar “J” fleet “Janets”, the “Janes”, “Janices ”, “Judiths” and “Juliettes”. At the top of the range there still remain the “Silver Jubilees”. In addition to the “J”s there are the half deckers and riverside bungalows. The 1950’s were the growth years; the 60’s and 70’s were the Golden Age. The success, thoroughly deserved, was mainly due to a clear-sighted vision of what was wanted, an appetite for hard work, and that quality of Norfolkness, which may be called “mucking in”. Everyone, employees, directors and director’s wives all rolled up their sleeves and worked together running the yard, carrying out the maintenance and cleaning the boats at turn-round. Not least were the frantic hours of washing and drying and ironing the linen every weekend during the season. Because of the growing success of the company, Jimmy Brown was able to accomplish what most lovers of the Broads can only dream about, owning a wherry. Hathor was bought in and for many years had pride of place at the moorings at the yard. And there she did service as a houseboat and sailing trips.

Because Hathor was built for the Colman family, founders of the mustard firm, no expense was spared and Hathor was sumptuously appointed and furnished with Egyptian symbols and motifs. The name “Hathor” is Egyptian and she is the goddess of love in their mythology. Hathor, the wherry, was named after an Egyptian sailing boat that was used by Alan Colman when he travelled down the Nile as a convalescent in 1886. The story so far has mainly been about Maurice Davey. We must not forget that, despite the designing skills and the practical talents of Mr Davey, the yard was widely known as Brown’s yard. Although many individuals contributed to the setting up of the yard, either financially or by bringing their skills and talents to work, it was Jimmy Brown and his wife Phyllis who were at the heart of things right from the start. Jimmy’s particular talent was building. He had the skill to translate the designs of Maurice Davey into the realities of the riverbank. Those same craft, with the unpretentious but appropriate girl’s names, endure to this day. Some are still in the fleet. Others have been bought out and given a make-over, which puts them into the luxury class on a par with similar wooden craft by Brooms. Their intrinsic beauty resides in line and proportion coupled with quality materials and loving construction right from the outset. And from the outset, too, it was the staff’s mutual affection, and respect for each other’s contribution, that made Martham Boats, at one time, the third largest in Broadland. For 35 years, from its inception in 1946, Jimmy Brown remained at the helm until terminal illness forced him to retire. However, he was fortunate enough to see the business pass into hands of his son-in-law Gordon Curtis who is still in charge along with his sons Patrick and Ian. In order to remain viable, changes had to be made. This meant the selling off, of several boats, including the Wherry, Hathor, and diversifying and developing parallel aspects such as DIY facilities for would-be boat builders or renovators, and a complete range of chandlery. In recent years there have been many changes down by the riverside. These have included building a new Riverside Office in 2007, and the demolition of the old office block. The main riverside bank, where the majority of moorings are, has been raised, re-grassed and the old quay heading has been replaced with new. We have also raised the large area of the riverside car park, which now has a firmer surface for parking on with below surface drainage, and the road from the middle wall has been levelled and tarmacked. At the same time, our main dyke beside the pumps has also been widened and re-quayed, which allows some of our yachts to moor here awaiting customers! Also, in 2009, Ian became interested in SUP, Stand Up Paddleboarding, and he had the idea of bringing it to the Norfolk Broads! Windsurfing without the sails as he called it! Early in 2010 Ian and our Engineer, Alan Cox, undertook training and became fully qualified ASI Level 1 Instructors. A few months after their training, Martham Boats became an accredited ASI SUP School teaching Flat Water and Rescue Skills, with a fully equipped e-commerce website at In August the same year, we held the first ever Norfolk Classic SUP Race from Wayford Bridge to Martham with a shorter course from Thurne for inexperience the paddlers.

The Classic is an annual event, and has got bigger and better as it has grown. The experienced Paddlers race now starts from How Hill Staithe but Thurne is still the start for the novices, with the finish line for both races at our Riverside Office. The Norfolk Classic has become a part of a national circuit of paddleboard races around the country and in 2015 we had a competitor list of over 80 paddlers, some even coming from overseas to take part. After being approached by the Norfolk Broads Yachting Company in November 2011, Martham Boats became the proud owners of 12 additional yachts to their hire fleet, including Zoe, built in 1897, along with America, Lapwing and Palace which are based on small wherries. In November 2012 we welcomed Clipper I back into the Martham fleet, after having been in private hands for many years. Over the years, Martham found that if all our boats were hired out, we were short of a tug boat! So in 2013 Gudveig was built, and she made her grand entrance at the Barton Regatta! Happy Days and Quiet Hours’ sites have been re-quay headed and both bungalows have over the last few years, gradually been upgraded and modernised. The wet dock was demolished and this is now an improved mooring site for the fleet. In February 2015, a small Broads cruiser called ‘Tumblehome’, with her distinct red canopy, joined the fleet and has proved very popular with customers. The Company were very saddened by the passing of Phyllis Brown on 8th August 2015, at the grand age of 101. Phyllis had always been a stalwart member of the Company, from the time when she had supported her husband, Jimmy Brown, in running the Company in the 1940’s, to assisting with cleaning the boats, running the Guesthouse and bringing up her own family. Even at the turn of the Millennium, Phyllis still took an active interest in the Company. Her great grandson’s, Arlen and Jai are now involved with Martham Boats, and have been working part time at the Company. Arlen has been showing out on canoes and maintaining the bungalow sites while Jai has been instructing on Stand Up Paddleboarding and helping in the sail loft . During the rest of 2015 the work on the facilities continued, with the Kendal site having her bank raised and new quay heading. In the summer months, the staff and directors were very busy, and with paintbrushes in hand, gave the Workshops/Office along Cess Road a ‘face lift’, along with painting the inside of these sheds and making some new windows! The DIY Shed is now resplendent with two new roller shutter doors, and the general office and engineer’s workshop, not to be outdone, have now got new entry doors too. November 2015, saw the second part of the roadway, up to the junction at Goose Farm, being levelled and tarmacked. And what of the future, I hear you say! The Company are in the process of building a new yacht, to join our existing fleet. Ian is keeping abreast of new technology and updating the website constantly, and as our sailmaker, he has made sure all the fleet have new covers and sails. Patrick is keeping up to date with the new Boat Safety information and applying it to the fleet as required, and Gordon is keeping an eye on everything and offering advice when required! We look forward again, to meeting up with our loyal friends and welcoming new customers!

Company Directors Passed Jimmy & Phyllis Brown Earlier this century the Norfolk Broads spawned many boats. Several became very well known: Herbert Woods of Potter Heigham, John Loynes of Wroxham, Jack Powles International of Wroxham, Brooms of Brundall, Richardsons of Stalham and Landamores of Wroxham come immediately to mind, their contributions to the boating industry have been well documented. I wanted to discover the trials, tribulations and satisfactions in setting up and running a lesser – known boat yard, and so elected one I had sailed past many times in Wanderbug, but had never visited. At one time Martham Boat Building and Development Co. was reputed to be the third largest boat yard in Broadland. It was widely known as “Browns yard”. On a wet, grey winter day Mrs. Phyllis Brown welcomed me into her cosy retirement bungalow on the outskirts of Martham. She told me how her husband, a boat builder, started at the yard in 1946, and remained Managing Director of the yard for thirty five years. Originally the Chairman of the firm was the late Mr Pritchard who had a shed and three sailing cruisers, which was his contribution to the yards finances. Jimmy’s contribution was as a boat builder who operated day launches from the river frontage. Very quickly, the yard was organized : Mr Davey, Mr Wright and Mr Skoyles became directors and the company was set up. Phyllis Brown, always interested in people, ran a guest house from their home at Conyard Villa, Martham. She enjoyed life “working up the yard”. “There was something about the yard,” she said and her face reflected the happy times of those early years. She also had “Nan” her mother in law, to care for. She lived into her hundred – and – third year. The JUDITH motor cruisers, a fleet of eight, were named after a neighbour who lived to be one hundred and five. They were identical to their predecessors, the JANET class, which grew into a fleet of ten cruisers. When Nan died, Mrs Brown decided to run a grocery shop for the yard. “We stocked everything, down to hairpins, as well as groceries for the boats”. The development of the yard was rapid; in its heyday, the 1960’s and 70’s, the four directors had a fleet of one hundred boats for hire. Customers came on holiday by train. There was a rail link from the Midlands, and coach and car transported them to the boats moored up on the river, nearly opposite Candle Dyke. In 1959, the local Midland and Great Northern railway line serving the area closed down; a less convenient but frequent bus and coach service was substituted, and run by the Eastern Counties Omnibus Company. For those customers whose rail terminus was Norwich, the journey could be completed by car, whilst customers from the Manchester and Rochdale areas could travel to Norfolk on an overnight coach and be picked up by a free car service to Martham, from either Potter Heigham Bridge, Acle Station or Rollesby. Cars also became much more widely used by private individuals.

Mrs Brown did all the boat laundry in her home, as did the other directors’ wives in their homes. They also sewed all the boat curtains and covers. At the end of the season, the four directors; wives shared out the blankets, seven hundred; all had to be washed, dried and aired. Mrs Brown only stopped the blanket wash this year. “I missed it” she said. In the early days, the yard had no telephone on site. The Brown’s daughter earned her pocket money by cycling from their home in the village down to the yard – 3d per trip. There was no water on the site, and all boats had to be supplied with drinking water, so a water lorry with a large tank transported water from the Browns’ home to fill the boats every Friday evening. There were no petrol pumps at the yard, so fuel was taken in cans. Broads visitors who preferred to stay ashore and day-sail were catered for at the Browns’ home, in Conyard Villa. They paid seven pounds a week, which included two cooked meals as well as a packed lunch daily. Fresh fruit and vegetables were supplied from nearby farms and smallholding. Fishing parties were also well catered for, as their catalogue illustrates. During the season, Mrs Brown with her two helpers, provided full board for an average of twenty guests each week. Coarse fishing extended the season. Then the war came and all these activities stopped. In fact, when war broke out, the last boat to be built still had to be paid for, and there were no hirings to bring in the money. All cash flow stopped. By careful budgeting, and frugal living, the debts were gradually settled, and the wood for the boat and its engine were paid for. During the year of the Second World War, Jimmy Brown went to work at Woods’ and Neaves’ yard. After the war, development of the yard continued apace. The building of reception room, ballroom and chalets progressed. Greenhouses and a smallholding helped to provide fresh vegetables to sell in the shop and customers in passing boats. Then the directors wanted to buy a redundant aircraft hanger so that the work on the boats could be done in sheltered conditions, but they could not afford the price. However, during the war years, unbeknown to her husband, Mrs Brown had been buying National Savings Certificates. The sum of one hundred and five pounds had accrued. Mrs Brown produced the savings and the hangar was bought. The directors worked all night erecting it. “What did your husband say when you produced the savings?” I asked. “Nothing”, she replied, with a happy smile. “You know what men are, but I saw his chin tremble”. So full production after the war resulted in twenty woman boat cleaners and thirty boat maintenance staff being employed. The greenhouses, smallholding and flower beds along the river frontage always caught my eye when I sailed pass that stretch of the river. I was always curious that somebody had the time and love of the place to grow such beautiful roses in beds by the riverside. It had taken me thirty years to learn the answer (and I confess to going ashore one lovely night to pick a rose for my dinghy.) As I made supper and erected my boat tent, the rose smelt sweetly as I curled up in my sleeping bag content after just another day in Wanderbug. At the yard the days of boat hire of the 50s to the 70s were creative and active. Often Mr Brown would go home after a long day at the yard, and say to his wife, “Do you feel like sleeping afloat tonight?” or he would return home at the start of the season saying “We’ve launched a boat today, do you want to sleep in her?”

So food, blankets and a hot water bottle were collected, the cat provided with fresh milk, and the night would be spent on the river, even if it was a frosty night in February, with ice on the insides of the windows. “The other directors thought us mad” said Mrs Brown, “but we’d had a lovely night – it’s another world on the Broads”. Jimmy’s dream to own a wherry materialized in the 1950’s when HATHOR was bought. Bramble was also bought for the yard. They were refitted and restored in 1958. Moored in the dyke, HATHOR and Bramble were rented out as Houseboats. Often the Browns and ancient Nan lived for days at a time aboard the Wherry. “We just liked being afloat” said Phyllis. HATHOR, bought from the Hamilton family, was used by the partners. They took the workmen out for a days sailing. The men would take a packed lunch, but a hot evening meal was enjoyed at a riverside pub where HATHOR was moored overnight. Sometimes, trying to get under Potter Heigham Bridge, members of the public, who always lined the bridge to watch the proceedings, would be taken aboard the wherry, to act as human ballast. If the wherry was weighted down sufficiently, it was easier to pass through the tiny medieval arch. “We once sailed HATHOR to Acle and across Breydon in a thunderstorm”, recalled Mrs Brown. By the late 1970s the Broads holiday trade had started to decline. Caravan holidays, cheap flights abroad and a desire to have luxuries in the boats, such as T.V. heating and hot water, made the business of running a boat yard uneconomic. Wages escalated, luxury boats cost more to build and service, and the older boats were more difficult to rent out. Mr Brown retired in 1975, due to ill health. He died of cancer two years later, and when Phyllis Brown, who had been honorary chairman, decided to retire aged seventy. Maurice Davey and Mr Stoyles also retired. Gordon Curtis came to the boat yard at Martham in 1952 as a boat builder. He married Jimmy and Phyllis Brown’s daughter and took over the running of the business in the 1980s. He and his two sons, Ian and Patrick, now run the yard at a time of great change and competition. Having sold off some of the wooden boats, Gordon concentrated on running a hire fleet with the remainder. Recently, quite by chance, traveling home after a day’s sailing with a friend in that area we drove past Conyard Villa and saw a field full of wooden boats, greenhouses, sheds and trailers beside the roadway. Instantly I remembered all that Mrs Brown had told me about the building up of the Company. In great excitement I went into the main shed and explained my interest in the site and its present occupation. Although I was a complete stranger to him, Gordon welcomed me and showed me round the yard. His enthusiasm was infectious, and as we walked over the sawdust floor of the large hangar, old, historic, wooden boats, chocked up in orderly aisles, were shown to me. Craftsmen were sitting in some boats, intent on their repairs, whilst others sat beneath a pall of dust, awaiting their turn. Years rolled by as I recognized names of yachts I had sailed past more than twenty years ago. It was like meeting up with old friends.

Interestingly, boat owners from far away were now allowed to rent off part of the sheds to carry out their own renovation work on their private yachts and cruisers. “There are not many places on the Norfolk Broads where you can do this” commented a man from Birmingham who was working on his own yacht and traveled down many weekends to enjoy his hobby. Another interesting line Gordon and his sons developed was boat trading with Holland, buying and selling boats for private owners. Indeed, only a few days prior to my meeting with Gordon I had sailed past the riverside at Martham and noticed a new, beautifully – built yacht of Dutch design. I was told it was being sailed by her owners towards the south coast at the end of the month. “We can’t stand another bad season”, commented a member of Gordon’s staff, and I knew that a line of well-maintained yachts and cruisers lay off the quay heading at Martham awaiting customers. Everybody was hoping for a good season. Gordon generously lent me his collection of photographs, and they swept away the years and memories of Maurice Davey’s designs, Janet, Janice & Japonica came back to life. Walking away from the boatyard where all the men seemed to enjoy their work and to radiate enthusiasm, I saw one or two boats that lay in the field, timbers blackened with age, and seams opened by adverse weather. They had had their time and now, like old men, could only dream of the past.

Picture show Mr Frank Skoyles , Mr Jimmy Brown and a customer invited on to Hathor

Maurice Davey Maurice Davey was born in Oby Mill in 1914. The family had lived and attended to the mill for the past one hundred years. Its first engine ran on steam, and then in due course a diesel engine followed. Maurice’s father was a marshman, a carpenter and a small-holder, keeping cows and chickens and running a dairy. Wiseman’s farm was also under his supervision. There were three children, two boys and a girl. Maurice and his brother Herbert learnt how to row on the river when very young. In a very old boat they would row to the end of the dyke and then walk to the village school at Upton. When their boat was smashed in 1926, they built themselves another one. While they were building their replacement Herbert Woods lent the boys a sailing dinghy, so they taught themselves to sail. Herbert built a model yacht which so impressed the professionals that he was taken on by Herbert Woods. Two years later Maurice followed on to serve his apprenticeship. He was just fourteen years old. One of his fellow apprentices was Jimmy Turner. As young boys working at Wood’s yard by the river, they learnt by looking; they watched the wherry traders and the pleasure wherries sail by and they absorbed their design features and sailing qualities. Once Maurice was by the river bank at Oby Mill on a Sunday morning and remembers hearing the church bells ringing from five church towers: Upton, Ranworth, Horning, Martham and Thurne. In 1929 he was involved in cruiser building on the west side of Potter Heigham Bridge, on the east bank. The apprentices worked under the watchful eye of the foreman, Ben Balls. Sometimes the work was done in the open and some times simple sheds were used. Also in this year some marshes were bought at Potter Heigham and dug out by hand by about a dozen unemployed marshmen who earned 28s a week for their labours. The result was the beginning of “Broads Haven”. The digging of this basin was completed in 1930 and Maurice and his brother helped dig out smaller basins and watched the water pour into them as the entrance to the river was excavated by the Horbough’s dredger. (This was not achieved without mishap, for the dredger’s driver damaged his hand when the chain broke.) Workshops, storage sheds, office block and water tanks went up in quick succession and so, from 1935 onwards, the men and their boys had some degrees of comfort. Already the yard had a fine reputation for building the “Lady” class boats and also the “Light” motor cruisers. In the 1930’s forty per cent of all the Broads yachts were for hire with skippers and attendants as part of the deal, so the hiring trade was a good provider of employment for local men. In his first job at the yard Maurice was involved with Norfolk’s dinghies. They were gunter rig, with bamboo masts and spars. Hulls were of clinker construction. This dinghy was designed by Herbert Woods in response to the demand for a cheaper boat than the fourteen foot “International” class then costing around £400 or so. “Norfolk” dinghies were costed out at about £65. Two or three were built annually from 1931 onwards and a fleet of around 80 “Norfolk’s” was established eventually. The last one, No. 86, was completed in 1968. “It took two weeks to build a ‘Norfolk,’ recalled Maurice, ‘I worked on one side and Jimmy Turner worked on the other; Walter Wood varnished them as they were completed”. Maurice’s wage at that time was 8s. weekly, - ‘Four bob for me and four for my mother”.

Maurice’s mother grew tired of the hardships of living in the mill. It was a constant battle to keep the family dry and fed in such basic conditions. There was nowhere to dry wet clothes, and bread had to be baked three times a week in a wall oven. The two boys slept in a room in the rafters, reached by a ladder which was withdrawn once they were in bed. ‘So once we were up there, we had to stay,’ said Maurice. At last the family renovated a bungalow and moved away from the mill. Maurice left Woods once his apprenticeship was completed. ‘They couldn’t pay a man’s wage.’ So he went to Eastex of Acle in 1937 and helped to build Royal Oak, a famous Cruiser. Maurice married in 1939 and he and his wife lived in a tied cottage in Potter Heigham where their son was born. When their landlord wanted his cottage he told the young couple that there were plenty of huts on the airfield at Ludham where they could live. Fortunately a new home was offered by Stalham Council and life became easier for them. After the outbreak of war in 1939, Maurice returned to Wood’s yard to help with building naval boats whilst awaiting his posting in the Navy. In 1943 he was drafted to Lerwick. Lying in bed in a Nissen hut feeling the walls move in the 100 miles per hour winds that raged outside was a new experience for the raw recruits. Despite having a wife and young son in Norfolk, Maurice enjoyed his time in the Shetlands and made friends with the locals. His work involved general repair to all the boats used in the war effort. “That could mean anything from a submarine to a motor torpedo boat, and the Norwegians sent their craft to Lerwick for repairs too”. Once he was called upon to take the responsibility of doing a complete survey of a vessel. “One hundred men’s lives were at stake as a result of that survey”. He said. Maurice served his country in the Shetlands for over two years before returning to Norfolk where he was de-mobbed in 1946. Way back in the days when he had been working at Woods’ yard. Maurice and some of his friends had talked and dreamed endlessly about having their own business. So in 1946 the dream became a reality. “Martham Boat Building & Development Co Ltd “ was set up comprising James Brown, Frank Skoyles, Derwent Wright and Maurice Davey. They moved to a yard at Martham owned by J C Pritchard whilst Jimmy Brown owned a site with sheds close by in Martham. Jimmy was the managing director – “He was the brains of the enterprise”, said Maurice – whilst Wright, Skoyles and Davey were directors. So began a remarkable increase in the “June” launch fleet. “Jimmy was a great asset; he raked in the contracts, and we all worked all hours”. Maurice was the main boat-designer. “I seemed to know what was required; maneuverability and the ability to pass through Potter Heigham bridge were my main concerns. My first designs were scout boats of 12 to 16 feet. Then came 30 foot sailing cruisers, next the “Janet” class, followed by “Janes”, “Janices”. “Judiths” and “Juliettes”. We also had five houseboats and bought in some Woods half-deckers”. Maurice gave full credit to the directors’ wives, the ladies who cleaned the boats and the men who built and repaired them, also to the men who guided the customers through Potter bridge to give them a good start to their holidays.

In 1947 a large hangar was purchased from Swanton Morley Airfield and all four directors worked all night to erect it. From then on work could be done in greater comfort. Maurice’s whole family was involved in building up the operation. His wife washed and aired three hundred sheets a week. Cyril, her son, collected the linen off the bats and helped his mother wash and iron them. They were all completed by Sunday night and returned to the boats. The 1950s were years of rapid growth for all at the boat yard and the fleet grew to over one hundred, but one of Jimmy Brown’s dreams was to own a wherry. And so HATHOR was bought. HATHOR had been built in 1905 by Daniel Hall of Reedham for Helen & Ethel Colman, daughters of J Colman, the founder of the Colman’s mustard firm. Their younger brother, Alan, was a frail boy and in 1896 he traveled to Egypt to convalesce. It was hoped that the dry Egyptian air would improve his “delicacy of the lungs”. It proved a vain hope for he died in Luxor the following year, having enjoyed a trip down the Nile on an Egyptian sailing boat HATHOR (meaning “Goddess of love and joy”). Seven years later, the Colman sisters decided to name their new wherry HATHOR in memory of their brother. The interior design was based on Egyptian mythology and hieroglyphics; lotus flower motifs were inlaid into sycamore to beautify the cabin, whilst Egyptian animals and symbols decorated the doors. HATHOR was launched in 1905. Later Claud Hamilton bought her, then, some years on, the wherry was bought for Martham Development Co. They used her as a houseboat as well as for sailing trips. “That was the only time I skived off work”, said Cyril, Maurice’s younger son. “We took the HATHOR to Coltishall for a week before the season began. Each day different men from the yard were taken for a day’s sail”. “The Coltishall Anchor kept open all that week” said his father, his eyes twinkling at the memory. “There was a lot of beer consumed”. Maurice had never sailed a wherry before HATHOR came to Martham, but the information he had gained as a boy, watching the wherries pass Woods’ yard as he worked, was sufficient to enable him to take the 56 foot wherry, with a draught of 4 feet and a beam of 14 foot 2 inches, sail area 1175 square feet, along the river without mishap. Asked what training he had taken to enable him to design boats, Maurice replied, “I had an eye for design; it’s something you have or you don’t have”. After forty years successful trading and considerable expansion of the Martham site, Jimmy learnt that he had cancer. He was pushed to his last directors’ meeting in a wheelchair. Soon after his death the business started on a downward path due mainly to the rapid growth of glass- fibre boats. Luckily Cyril’s interest in photography, nurtured at school, enabled him to capture with a simple box camera ( a Kodak 66) many unique pictures of his father’s designs and of the Broadland scene of his childhood.

The boatyard was handed over to Jimmy and Phyllis Brown’s son in law, Gordon & Curtis and his two sons, Ian and Patrick. Gordon Curtis sold off some of the firm’s boats and they can still be seen on many rivers, including the Thames. “Sadly some are rotting in the field now”, said Maurice, his face clouding at the memory, “but I suppose that is progress”. His son said gently, “You, Dad, had the best days, you saw the end of the traditional Broads wooden boats”. Looking round their comfortable, beautifully – kept bungalow, full of photographs of the past, and seeing the care Cyril took of his father, I stepped outside, back into the late 1990s with real regret.

One of Maurices drawings

Martham Boat Waste Disposal GREEN BIN 1.

2. 3. 4. 5. 6.

7. 8. 9.

Paper - newspapers, magazines, catalogues, leaflets and telephone directories Cardboard Food and Drink Cans - rinse and don’t crush Plastic Bottles - all plastic bottles, any colour, including lids. Rinse Aerosol Cans - empty Plastic pots, tubs and trays - in cluding yoghurt pots, ice cream and margarine tubs, microwave food trays Shredded Paper, Wrapping Paper and Greeting Cards Food and Beverage Cartons Clean Foil and foil food containers


General refuse


Pet waste


Plastic bags




Light bulbs, but not fluorescent bulbs


Glassware such as Pyrex and mirrors


Sanitary products




Glass Bottles and Jars

Please Recycle were possible DO NOT throw rubbish in the River as this harms the wildlife and degrades the area. If the premises are shut, please DO NOT leave it outside of the shed, take it home with you instead. Thank you for your help.

Shower Facilities on the Broads Beccles

Yacht Station, The Quay, Fen Lane

Tel (01502) 712225


Broom Boats, Riverside Estate

Tel (01603) 712334

Burgh St Peter

Waveney River Center

Tel (01502) 677343

Great Yarmouth

Yacht Station, Great Yarmouth

Tel (01493) 842794


Whispering Reeds

Tel (01692) 598314


National Trust – Token Operated


Barnes Brinkcraft, Riverside Road


Gale Cruisers, Riverside Caravan Park Chedgrave (purchase tokens from reception) Tel (01508) 520300


Norfolk Heritage Fleet, Womack

Tel (01692) 678263


Martham Boat Building

Tel (01493) 740249


Yacht Station, Riverside Road

Tel (01603) 622024

Oulton Broad

Yacht Station

Tel (01502) 574946

Potter Heigham

Herbert Woods

Tel (01692) 670711


Reedham Ferry Inn

Tel (01493) 700429


Richardsons Boatyard

Tel (01692) 581081


Lion Inn

Tel (01692) 670796

Tel (01603) 782625


Polite Notice

Could you please ensure that this craft is left clean and tidy with roof raised. Reefs out of the mainsail and the cover is on prior to leaving THANK YOU

Be Safe and Aware Always wear a life jacket when out on deck or at moorings. Always be aware of other boats around you. Use handrails when moving about on deck and wear suitable non-slip footwear with tread. Do not jump of boat when mooring. Do not fend off other craft with your feet or hands Don’t drive the boat under the influence of alcohol or drugs Don’t ride in dinghies being towed Keep an eye on everyone especially children and avoid sitting on the back of the boat Sailing boats have right of way under sail

Navigation Hazards Broads craft must not be taken out to sea, below Haven Bridge at Great Yarmouth or through the lock at Oulton Broad. Marked Channels Do not go outside the channels marked by posts because you are likely to go aground. Keep to the Right Auxiliary yachts with engines running (and motor cruisers) going in opposite direction should normally pass each other port side (left) keeping to the right hand side of the river. Auxiliary yachts with engine running, whether using sails or not and motor cruisers should give way to yachts under sail only. Always pass astern of a yacht sailing, never across the bows. Always Avoid Trouble It is everyone’s duty to prevent collision and avoid trouble, even if another boat breaks the rules.

Profile for Ian Curtis


Boat Manual


Boat Manual