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A new chapter is opening in the history of DELPHIA. By developing a sustainable approach to navigation, DELPHIA addresses lake and river lovers, those who appreciate quiet and silent cruising. DELPHIA unveiled its first electrically powered boat in March 2022.

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• By Bill Springer
• Updated: November 30, 2010

The sky was overcast, the breeze was a steady 10 knots, and the gunmetal-gray seas were flat during my test sail of the Delphia 47. But unlike the countless boat tests I’ve conducted in similar conditions off Annapolis, Maryland, or Newport, Rhode Island, this one was a bit different: We were sailing on the Baltic Sea, off the Polish city of Gdansk.

Poland may not be the first country that comes to mind when you think of those with sailboat-building traditions, and Delphia Yachts may not be a household name in the States, though the Delphia 33 was chosen as CW’s Import Boat of the Year in 2008. But as I learned recently during a fact-finding/boat-testing trip in Poland, Delphia has a modern, high-volume production facility, and these Polish-built boats may just give the more well-known brands here in the United States a run for their money.

I say this after spending the better part of a day aboard the Delphia 47. Even before we left the dock, I liked what I saw. Its low coach roof, nearly plumb stem, sugar-scoop stern, and full teak deck produce a pleasing modern look. The cockpit layout is both utilitarian, due to copious storage lockers, and comfortable, thanks to seats that are more than 6 feet long and seatbacks that are tall enough to provide good back support. The dual wheels, walk-through transom, and decent-sized swim step made it easy to board the boat from the stern. Other on-deck features that I liked included the solid, oversized mooring cleats and chocks, the sturdy and attractive metal toerail, the wide side decks, and the fact that the fiberglass finish, even in hidden areas like the anchor well and storage lockers, was really well done. This attention to detail proved to be indicative of the overall construction quality of the boat.

Down below, the fit of the joinery—furniture, solid wood doors, and trim—was excellent, and the finish of the varnished mahogany woodwork, the light-colored headliner, and the ample natural light from the fixed and opening ports combined to create a bright and airy living space. The only aspect of the interior layout that’s a bit of a departure from layouts on most American production boats is the “Euro-style” galley that runs opposite the saloon settee to port. It’s fitted out with Corian countertops, a four-burner gimbaled stove, and stainless-steel sinks, and it may have a bit more stowage and counter space than an “American-style” L-shaped galley at the base of the companionway stairs. But it requires a bench seat to be situated at the saloon table near the centerline of the boat. This means that there’s only one sea berth in the saloon, and it limits the brace points for cooks in the galley a bit. That said, the saloon is a warm and comfortable space in which I’d have no trouble hanging out on a rainy afternoon on the hook or while off watch on an offshore passage. I also appreciated the conventional, forward-facing nav station. It has a good-sized chart table, ample stowage space for nav tools, and a comfortable seat.

I tested the three-cabin/three-head version (a five-cabin/four-head layout is also available), and I was particularly impressed with the forward cabin. It had good headroom, copious storage lockers, excellent ventilation through a large opening hatch and multiple opening ports, and a well-proportioned en-suite head and separate shower stall. The bunk is plenty wide enough for two at the head, but it does taper to a point at the foot. The berths in the aft cabins are larger than the forward cabin’s bunk, but since each aft cabin has an attached head, there’s not too much storage room. The head on the starboard side opens up to the saloon and will be the one that gets used while under way.

I couldn’t help but smile as we motored out of the marina, which was forested with a multitude of masts. While much of the one-time Communist country is landlocked, it’s obvious that the Poles sure do love to sail.

Getting the in-mast-furling main and the roller-furling jib set couldn’t have been easier. I settled in behind the leeward wheel, and soon we were cutting a clean wake and gurgling along at more than 6.5 knots upwind. Not too shabby in 10 knots of breeze. The helm was well balanced and didn’t require lots of steering to keep the boat in the groove. Unlike some dual-helm boats that can feel stiff due to the extra friction of the second station, the steering on the 47 was butter smooth. The sight lines from either wheel and the overall functionality of the helm stations were excellent.

I also liked the way the sheets and other control lines lead back to the cockpit. Each end of the double-ended mainsheet system leads to a self-tailing winch close to the helm. Add to the equation the self-tacking jib that can also be easily trimmed by the skipper, and it doesn’t get any more singlehander-friendly than that. Off the breeze, the nonoverlapping jib provides a little less power than a bigger genoa, but boat speed still hovered around 7 knots, and I’m in no hurry to trade the utter ease of the self-tacker for the necessary winch grinding needed to fly a bigger sail.

If we’d the time, I could’ve kept sailing across the Baltic to Sweden, but eventually we had to roll the sails up, turn on the engine, and make our way back to the marina. Engine noise was at acceptable levels both in the cockpit and down below; boat speed topped out at 7.8 knots at 2,700 rpm. The boat spun on a dime and maneuvered well.

The Delphia 47 makes a good case for the fact that a boat need not be radical to be successful. The boatbuilders at Delphia seem to believe that most folks are just looking for an honest, comfortable, attractive, well-built boat that performs well. And that’s exactly what they built.

Specs LOA 47′ 6″ (14.48 m.) LWL 46′ 2″ (14.07 m.) Beam 14′ 8″ (4.48 m.) Draft 7′ 6″/6′ 4″ (2.30/1.80 m.) Sail Area (100%) 1,011 sq. ft. (94 sq. m.) Ballast 9,920 lb. (4,500 kg.) Displacement 29,321 lb. (13,300 kg.) Ballast/D .33 D/L 133 SA/D 17.01 Water 129 gal. (490 l.) Fuel 66 gal. (250 l.) Holding 50 gal. (189 l.) Mast Height 66′ 2″ ( 20.17 m.) Engine 53-hp. Volvo Penta Designer Andrzej Skrzat/Schnaase Interior Design Price (sailaway) $375,000

Delphia Yachts/North Lakes Yachting (905) 891-8207 www.northlakesyachting.com

• More: 2001 - 2010 , 41 - 50 ft , Bluewater Cruising , Coastal Cruising , delphia , europe , fiberglass , keelboat , monohull , Sailboat Reviews , Sailboats
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dropdown#toggle" data-dropdown-target="trigger">English

Delphia 10 Sedan

THE ELECTRIC BOAT FOR ALL YOUR FAMILY CRUISES

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GETAWAYS WITH COMFORT AND STYLE

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DISCONNECT TO RECONNECT

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NAVIGATE WITH SEVERAL PEOPLE IN SERENITY

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THE CROWN JEWEL OF THE DELPHIA RANGE

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Backed by knowledge and skill acquired over more than 30 years of experience and reinforced with the expertise and ambition provided by Groupe Bénéteau since 2018, a clear ambition arose in Delphia’s birthplace, amidst the Masurian lakes in Poland: to become the spearhead in electric sailing in inland waters and coastal areas , with 100% electric ranges by 2025 . To achieve this, we innovate tirelessly in order to offer you modern, stylish boats that combine luxury with maneuverability.

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Roman Titov: Pitchpoled & dismasted 300 miles off Scotland

• Katy Stickland
• April 1, 2022

Golden Globe Race hopeful Roman Titov sails 307 miles under jury rig after his yacht pitcholed and dismasted in storm force conditions off Scotland

In December 2021, Russian yachtsman Roman Titov left Norway to sail south and earn qualifying miles for the 2022 Golden Globe Race .

On New Year’s Day, more than 200 miles off the north-west coast of Scotland, his 33ft Colin Archer-type cutter Vperyod was pitchpoled and dismasted in atrocious conditions.

In this account, translated from the Russian by singlehanded sailor Roger Taylor , Roman describes how he spent 17 days under jury rig bringing Vperyod to safety at Ullapool.

The wind began to strengthen and by 2000 on New Year’s Day had reached storm force, writes Roman Titov .

I made all my heavy weather sailing provisions, but at 2048 the waves pitchpoled the boat over her bow and onto her starboard side.

I flew overboard but was held by my harness. As I was wearing six layers of clothing, it was very difficult to climb back on board and my face was wounded in the process.

There was about two feet of water below, the engine was submerged, the starter and service batteries were underwater, and the starboard navigation light was carried away, along with one of the washboards and the sprayhood.

Roman Titov hove-to Vperyod in the heavy weather prior to the pitchpole and dismasting. Credit: Roman Titov

The mast had broken underwater, and its bits were lying along the deck. The standing rigging was intact and taking the strain.

The gantry for the solar panels was completely bent and destroyed, the wind had torn off the panels, the bowsprit was snapped and stanchions bent.

The whole deck was a tangle of wire and rope.

I tried to send a distress signal on the VHF radio , both automatically and by voice, but after five minutes the service battery had discharged, due to a short circuit, and all the electrics failed.

Below, the locker lids had all been ripped off, so that food, gear and electronics had all ended up in the water.

I turned on my Iridium satellite phone, but it could not find any satellites and I switched it off, unable to send a distress call with it.

For 30 minutes the mast lay on the deck, then flew overboard. The sea state was getting worse, and I was repeatedly banging my head and nose.

The two sea anchors which I had set the night before, along with the mast and the remains of the rigging overboard, were doing a good job stabilising the boat.

Roman Titov used two stern drogues to control Vperyod in the heavy weather prior to the pitchpole. Credit: Roman Titov

There were no leaks, but the bilge pumps were not working, as there was no electric power.

It took two days with a bucket to clear all the water.

I had entered a struggle for survival.

The outside temperature was 4°, and it was 10° down below.

My clothes dried on me and after a few days were no longer a problem. But I had to sleep in the dampness.

I toughened up and felt that the cold was no longer an annoyance.

I sorted out all the gear , food and tools .

The stern gantry of the yacht was left bent and twisted following the pitchpole and dismasting. Credit: Roger D Taylor

On the third day I found the bolt cutters and was able to cut the shrouds and backstay. But the mast was hanging on the bobstay chain, which I was unable to cut through or unhook.

This was a serious complication, as what was left of the mast and sails was acting as an anchor, and the yacht was not moving at all.

Neither had the sea relented. On 1 and 2 January, the waves were huge, with a wave period of one and a half to two minutes.

Waves like this are not dangerous for yachts as long as the crests don’t break, but they are a menacing sight.

Finding a safe haven

Two days later I was within sight of the Isle of Lewis. I reckoned this to be a safe place and tried as hard as I could to get close to the shore.

Since 12 January the wind had backed from west to south-west and was blowing parallel to the coast.

I was afraid that it would go to the south and carry me north past Lewis and Scotland into the Norwegian Sea.

This was the worst possible scenario and I tried everything I could to get close to the shore and into the coastal shipping zone.

The mast was sheared at the partners. Credit: Roger D Taylor

I was also hoping to get into the North Minch, to be protected from the waves and find a place where I could approach the coast.

By this time, I had got my AIS working.

At dawn on 15 January, I realised that I was being carried past the North Minch and that I might have to head for the Orkneys.

My mainsail was now ready, and I quickly raised it. Vperyod immediately sailed higher and faster. There was a fresh wind, and I calculated we were doing between 3 and 5 knots and sailing within 70 to 75° of the wind, which was very satisfying.

I was able to enter the North Minch and shelter from the ocean waves behind Lewis, but the wind was carrying me quickly towards a lee shore.

During the night the staysail began to tear.

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By the next day the lighthouse on Stoer Head was visible.

The wind, as before, was carrying me into the shore and there was a strong possibility that Vperyod would be thrown onto the headland.

The engine was ready to start, but I waited as long as possible, as I still did not know how long I would need it for.

I had enough fuel for 40 hours of motoring. I did not know how much charge was left in the starting batteries, so the engine would have to keep going without a stop until we were moored in harbour.

I left starting the engine until I could clearly see surf breaking on the headland. With the engine going, my situation was better, but there was still the time factor to consider.

Vperyod is now in the Johnson and Loftus Yard in Ullapool, while Roman raises sponsorship to repair the boat and replace the rig. Credit: Roger D Taylor

Studying the chart , I could only see two possible bays for an approach.

The nearest bay was unattractive, on account of the wind and big waves at the entrance, so I chose the second option, the town of Ullapool.

It was further, but the entrance to Loch Broom was sheltered by the coastline and islands.

I planned the next 24 hours carefully, designating waypoints and the times between them.

Dismasted but safely alongside in Ullport. Credit: Roger D Taylor

I had only a chart at a scale of 1: 2,000,000, so my navigation was somewhat approximate.

I decided to enter the loch at first light, so that I could moor by sunset.

I worked out a safe place to wait and spent the whole night there, motoring under the engine.

I took down the staysail but left the mainsail up; it gave some directional stability and acted like a windvane , so I was able to sleep a little.

Land in sight

At dawn on 17 January, I was at the spot where I had planned to start my entry into Loch Broom. I would need six hours.

For the first four hours I struggled against a headwind and waves, as the wind had gone into the south, but after turning to enter the loch, the sea calmed down and I had a following wind.

The journey up the loch was straightforward. I raised the Russian flag, took down all the sail and motored at about 5 or 6 knots.

Right up until Ullapool, I did not see a single place suitable for anchoring , nor were there any pontoons or moorings.

The toe rail was smashed as a result of the lockdown. Credit: Roger D Taylor

I was getting seriously worried about finding somewhere to go ashore. There was no marine traffic, no yachts, no fishing boats, just the steep bare cliffs.

It was only having passed the town of Ullapool that I saw the harbour, with its jetties, moorings and vessels at anchor .

My radio was not working, so I could not ask for help, and nobody came to meet me.

I chose a spot and tied alongside, with just an hour of daylight left.

The port services had in fact picked me up on AIS, and seeing that I was motoring in and was able to moor independently, had not sent anyone to take my mooring lines.

At 1530 I reported to the harbour office and at 1630 I went to sleep.

The bowsprit was broken during the pitchpole. Credit: Roger D Taylor

One by one I had solved all the seemingly fatal problems which I faced.

Over the course of 17 days, I had been able to clear the boat of water, make a flame, dry wet clothing, erect a jury rig, sew small sails, repair and start the engine.

With just a marine chart, sextant and compass I had brought the yacht into a Scottish port, a voyage under jury rig of 307 miles.

Translator’s Postscript: Vperyod is now ashore at the Johnson and Loftus yard near Ullapool, awaiting repair and construction of a new rig.

Roman Titov has flown back to Russia to raise more sponsorship so that he can continue with his plans to take part on the Golden Globe Race , which begins on 4 September 2022.

Enjoyed reading Roman Titov: Pitchpoled & dismasted 300 miles off Scotland?

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