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Brands Azuree

Azuree yachts are designed to offer the best possible combination of the most comfortable cruising experience and high-level sailing performance, both to experienced sailors as well as beginners..

Each model in the Azuree range features a carefully arranged and beautifully appointed interior layout, together with a distinctively chined hull that delivers exceptional performance and unique maneuverability.

The Azuree 33C – launched in 2015 – offers more space than any other cruiser in this size range currently on the market, as well as more flexibility.

With her totally customizable living areas, the Azuree 33C gives owners the freedom of creating a bright new boat to match their performance expectations, lifestyle, and taste.

The exciting new Azuree 41 has been developed as a high-level performance cruising yacht, designed to reconcile and harmonize the demanding requirements of indulgent cruising and those underlying regatta ambitions that seldom leave the dedicated sailor.

The Azuree 46 — the flagship of Azuree range — has been designed to be fast and exhilarating.

Yet, performance and race-winning potential are only part of the DNA of the Azuree 46. She is up to the simple pleasures of just enjoying life on board, offering home-like comforts at anchor as much as making long-distance passagemaking a part of any sailor’s potential itinerary.

The Azuree 46 offers several unique features that are a compelling proposition to fast sailors who are also looking for comfort and stability.

For more details, visit the brand’s website.

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Yachting World

• Digital Edition

Azuree 41 on test: a polished performer from Sirena Marine of Turkey

• Toby Hodges
• September 30, 2016

The third model in the Azuree range, the Azuree 41, is a welcome refinement in terms of quality, and something of a gem (all photos by Rick Tomlinson).

What is a gem but a stone yet to be polished? When Sirena Marine produced its first Azuree yacht it was somewhat rough – the potential was there to see, produced by a big yard and workforce with industrial production experience, but it needed refinement.

Eight years on, with a great deal of hard graft, the brand has moved on and its latest offering is a jewel worthy of admiration – not perfect on close inspection, but one that has a definite sparkle.

Sirena Marine’s learning curve has been a steep one engineered by improvements in quality and management. To improve quality Sirena builds a prototype. By the time you get aboard for a test sail any teething problems have been spotted – indeed they are pointed out and have most likely already been adjusted for the production version.

Third time lucky

Sirena’s original 40-footer was a fun design, a little ahead of her time perhaps, somewhat quirky and cumbersome for a production yacht.

Rob Humphreys took the wide aft beam, hard chine, twin rudder theme of that Ceccarelli-designed hull and ran with it to produce a more user-friendly, aesthetically appealing and all round better product in the 46. And now, with this Azuree 41, we see the fruits of yet further refinement.

Humphreys, who joined me for a test sail aboard the prototype, is particularly pleased with improvements in weight control. Sirena is building stiffer hulls with as much weight as possible concentrated deep in the bulb of the T-keel. His brief was for a modern take on the classic cruiser-racer, but with the emphasis on the ‘cruiser’.

“If the balance was the other way it would have a more aggressive fit-out of the interior,” he explained. As it is, some of the weight can be shed – the teak decks, for example; this 200kg luxury is the equivalent of having four people on the rail.

For a couple of hours before the wind mysteriously vanished, conditions proved ideal – a 10-13 knot breeze under full sail over flat water. I am unashamedly fond of the hull shape of the 41.

The helm doesn’t load up with wind pressure; rather heel just keeps increasing. Once past a certain sweet spot, though, the effect has a negative impact on speed. It is easy to become comfortable with too much heel because the beam provides stability and the twin rudders give real traction. Humphreys remarked that an Azuree should be sold with an inclinometer – and its easy to see why, as you can sail at over 20° heel without even trying.

I found she responded better when sailed more like a multihull – keep the bow down and get the apparent breeze up before trying to point. By keeping the traveller up and easing the mainsheet a little to get some twist in the main, the Azuree felt freer.

As a consequence, with a little less heel, the speed upwind rose from the low sevens up to 7.5 knots. Sacrifice another 5 to 10º pointing and this quickly rises to 8 knots.

And there is certainly potential to get better performance out of her by adding the designed roach into the main, for example. The test boat also had approximately 500kg of extras, which could potentially be removed, including the teak decks already mentioned, certain lockers and the bathing platform.

Unfortunately by the time we hoisted the gennaker off Adalar island the wind had dropped right away, so we were denied the offwind blast I’d been looking forward to.

The Azuree 41’s muscular lines incorporate a high chine and minimised wetted surface for her beam.

Stiff and stable ride

The 41 is a fun boat to sail, responsive and light on the wheel. She has a relatively narrow waterline beam and high ballast ratio and the result is a stiff and stable ride. When she is heeled, foot chocks lift for the helmsman to brace on – a useful addition.

The diameter of the wheels could be a few inches wider, however, both to allow you to sit out properly – wide side decks mean it’s too far to sit comfortably against the rail and still hold a wheel – and to prevent your knuckles catching on the pedestal.

The best helming position I found was to straddle the wheel, which allows you to steer and trim. Unfortunately, the traveller set-up on this boat was, to put it bluntly, terrible – but I was told this was the choice of the owner for this first boat and not standard.

In my books it still should never have been fitted as it doesn’t allow for adjustment under load – only from deck level and from forward of the track – useless when heeled and sailing upwind.

A traveller that utilises the full beam, with control lines on a swivel cleat or led to cam cleats near deck level, would be a marked improvement. Harken deck gear is standard on future models.

For those who would prefer a more cruiser-friendly cockpit set-up, a mainsheet arch over the companionway is also an option. It would be good to see Dyneema used as standard for the running rigging, as our polyester lines stretched continually during the test – a small upgrade, but one that would be more in keeping with the performance credentials of this cruiser-racer.

Straddle the windward wheel and you can steer and trim in comfort with optimal sightlines.

Well sorted interior

With the 41 the concern for Sirena will be whether it is actually stealing potential customers away from its own 46. There is little to choose between the models. The 41 has three cabins with an optional second heads and the aft cabins are a similar size to those of the 46. Plus an offset forward berth helps to make the 41 feel voluminous below.

Sirena says that the lessons it learned from the 46 were more functional than aesthetic. A lot of after sales research was conducted to try to eliminate future problems. For instance, there was a water drainage issue on the deck of the 46, which was sorted at the design stage of the 41.

The Azuree 41 uses a carbon-reinforced spider frame, designed to absorb keel and rig loads. The admirable engineering is an example of Sirena’s focus on quality, which is now beginning to pay dividends – the 41 looks and feels like a higher end product than models from the mass-production yards that compete with it on price.

The comfort of the interior shows the emphasis clearly lies with the cruising brief of this cruiser-racer. Styled by Studio Spadolini, it is bright and smart, with a pale trim, lots of natural light and good headroom carried forward to the forward cabin bulkhead. The standard finish is in oak with options of walnut and teak. Understated, it is an interior that lets the quality of finish do the talking.

The C-shaped table has seating for six in the saloon, but with tank and batteries below the berth and galley opposite, stowage space is limited.

The outboard-facing navstation adjoining the after part of the saloon berth, the longitudinal galley and offset forward berth all help to create a generous impression of space. Examples of smart detailing include the indirect lighting, headlining with grabrails inset, alloy hinges and door handles.

The engine room has solid mesh sound and heat insulation as used by much larger yachts – a cut above the norm. There is access to the Jefa steering gear through the aft cabin bulkheads. The wire linkage to the quadrants is kept to a minimum; the latter are linked by a bar, but each can be operated independently.

This is a versatile 40-footer, a stiff, powerful yet manageable design, blessed with high levels of quality control. She will suit both family and performance cruisers and appeal to an owner who likes to race occasionally. The Azuree provides an enjoyable ride, which keeps things interesting by making you work out how best to sail her.

Sirena Marine has once again upped its game with weight control and finish quality without undue impact on the price.

In the past potential buyers might not have wanted to take on the risk of a relatively new Turkish brand. But through its mass production of automotive parts, Sirena is establishing itself as a composite expert on a global level. An Azuree is one tier up on quality over what might be suggested by the price, employing pedigree design and engineering.

Sirena has continued to polish and refine tirelessly so this 41 has taken on that brilliance that the Azuree name suggests.

Specifications: Azuree 41

LOA: 12.50m (41ft 0in) LWL: 11.58m (38ft 0in) Beam (max): 3.93m (12ft 11in) Draught: 2.40m (7ft 10in) Disp (lightship): 8,375kg (18,464lb) Ballast: 3,145kg (6,933lb) Sail area (100% foretriangle): 93.5sq m (1,006sq ft) Berths: 6 Engine: 39hp (29.11kW) Yanmar saildrive Water: 300lt (66gal) Fuel: 150lt (33gal) Sail area:disp 23.1 Disp:LWL 150 Price ex VAT: €185,000 (£154,995) Design: Humphreys Yacht Design en.sirenamarine.com.tr

More design features

Galley: The longitudinal galley works well on a yacht of this size, as it creates a connection with the saloon and offers plenty of light (including a large hull portlight), worktop space and stowage. The test boat had generous fridge volume and fiddled Corian worktops.

Navstation: This area is as compact as you can go before losing a dedicated chart table, though there is an impractical swinging seat which is being changed – in future boats the aft saloon seat will pivot round for use at the chart table.

Forward cabin: Providing a light, smart and inviting impression, this cabin has an offset berth to port that allows you to move further forward than with a conventional vee berth. It does, however, render the berth unusable on one tack – obviously a major downside. The heads-cum-wetroom has a shallow bowl sink, but a proper shower stand with mixer tap.

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• By Jen Brett
• Updated: December 7, 2016

You’re forgiven if you’ve never heard of an Azuree. Built in Turkey, the line of performance cruising sailboats is gaining traction in Europe, but made its North American debut just this past February at the Miami International Boat Show. At first glance, I liked the clean, modern look of the Azuree 46, and put it on my mental list of boats I’d like to sail someday. That someday happened on a gorgeous July day in Newport, Rhode Island, and it was worth the wait.

The Azuree 46 is built by Sirena Marine, which also produces the Euphoria line of yachts (another brand that I’m sure you’ll be hearing more about). The lineup includes the Azuree 33, launched in 2010, the 33C — which has the same hull as the 33, but with a redesigned deck and more customizable interior — and a new 41, to be launched in early 2016, which will replace the 40. Designed by Rob Humphreys, the 46 is the flagship of the line. The boat fits solidly in the performance cruiser category and has plenty of features that will satisfy both sides of the equation.

The Azuree 46 has a decidedly sporty look, with a plumb bow and curved, low-profile cabin house. The ample beam and hard chines are carried aft from amidships, making for generous cockpit and interior space. The dual helms have great sightlines on either tack. I found the sailhandling ergonomics to be quite good, and I especially liked that there is space to sit either behind the wheel or in front of it, which allows the person at the helm to easily trim the jib as well. On the boat I sailed, the optional electric Harken winches made raising the main and sheeting the jib a fingertip affair. The main is sheeted to a traveler across the cockpit sole and was easily accessible from either helm.

Conditions were light, less than 10 knots, when we took the 46 for a spin on Narragansett Bay, but we managed to turn some impressive speed — 7 knots SOG upwind and up-current. The Jefa Steering is butter-smooth, and the dual rudders provide very nimble handing. A code zero or an asymmetrical spinnaker would have been perfect for this day, and would have boosted our off-the-wind speed for sure.

Launched in 2009, the Azuree brand is Turkey’s first production sailboat. The modern factory in Orhangazi launched the Euphoria line in 2012 and also builds some models of the Italian Azimut powerboats. Most everything, from the stainless-steel work to all joinery and upholstery, is produced in-house, which eliminates many ­supply-chain issues, and build quality is evident throughout.

As for amenities, there are many to keep the crew comfortable for long stretches. In the cockpit, there’s plenty of room around the centerline table, and the dual helms provide easy access to the transom, which lowers to a swim platform. There are two storage lockers underneath the helm seats, one being reserved for a small optional refrigerator. Lifting up a hatch in the cockpit sole, you’ll find a large garage space for stowing lines, fenders, water toys and more. The cockpit seats each extend to make a berth for sunbathing or sleeping under the stars.

Heading below, the first thing that I appreciated was how effortless the companionway steps were. It’s a simple thing, but when a builder gets the angle just right, it’s noticeable. To port is the galley, which features a double sink, a top-loading fridge and freezer as well as a fridge drawer, and a three-burner range. Although counter space seemed a little tight, there are covers for the stovetop and the sink to increase the available area.

Moving around the cabin, I was impressed with the placement of ­handholds, which include overhead handrails, a bulkhead-mounted rail, and table fiddles substantial enough to grab onto. Also, despite the boat’s nearly 14 feet of beam, the furniture placement makes good use of the space without leaving wide-open areas that could be dangerous in a seaway.

There are three double cabins and two heads, with the “master” of each being up forward. Each cabin has a decent amount of storage, though the aft cabins give up some of the width of the berths for outboard cabinetry. The forward head is spacious and has clever doors that separate the shower area from the sink and toilet.

In the main saloon, one of the most notable features is the nav desk, which owners can specify to be either in the middle of the starboard settee, where it can lower and become a full sea berth, with infill cushions, or at a fixed height at the aft end of the settee. The dinette to port can seat four comfortably, or you can unfold the table leaf and accommodate two more. After dinner, the table can be lowered to make a nicely sized berth for two extra guests. A 55-horsepower Volvo Penta with saildrive sits under the companionway stairs. Even at cruising speeds, I noticed that there was very little vibration. The 46 is fitted with a Flexofold propeller and bow thruster, making handling under power simple and responsive. In a compartment aft of the engine, there’s room for a genset and watermaker.

All in all, there’s a lot to like in the new Azuree 46. There is definitely something to be said for a boat that is fun to sail and live aboard in equal measures. Indeed, my afternoon aboard the 46 just left me wanting more.

Specifications:

LOA: 45′ 11″ (14.00 m) LWL: 42′ 7″ (12.98 m) Beam: 13′ 10″ (4.22 m) Draft : 8′ 6″ (2.59 m) Sail area: 1,300 sq. ft. (124 sq m) Ballast: 8,730 lb. (3,960 kg) Displacement: 23,038 lb. (10,450 kg) Ballast/D: 0.38 D/L: 133 SA/D: 25.7 Water: 98 gal. (370 l) Fuel: 56 gal. (215 l) Holding: 16 gal. (61 l) Mast height: 74′ 1″ (22.58 m) Engine: 55 hp Volvo Penta with saildrive Designer: Rob Humphreys Price: $370,000

Azuree Yachts 401-846-8404 www.azuree.com.tr

Jen Brett is CW’s senior editor.

• More: 2011+ , 41 - 50 ft , Azuree , Coastal Cruising , monohull , racer / cruiser , sailboat review , Sailboats
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Not content to rest on its laurels with the launch of the Azuree 46, Turkish boatbuilder Sirena Marine continues to plough ahead with a thorough revamp of its range.

Unlike her predecessor, which was designed by Bernado Ceccarelli, the new yacht comes from the design board of Rob Humphreys. The initial impression is of a somewhat less extreme vessel than the existing 40, with less beam and more draught, which points to a more sea-kindly, stiffer yacht. Although she is heavier than her predecessor, her hull is actually lighter, meaning all the extra weight is where you want it to be: on the keel. Her sleek, modern styling is very much in line with the newer yachts in the Azuree range and she continues the firm’s theme of turning out fast, fun cruising yachts.

azuree.com.tr

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SAILBOAT REVIEWS. Azuree 41, Comfort, Elegance and Practical Solution

The hull lines and exterior design brings Rob Humphreys signature. He was still the author of Azuree 46, and he has brought his vast design experience of ocean racing yachts into the new Azuree 41.

The pronounced single chine guarantees excellent performance when heeled: the Azuree 41′ heels and uses the chine to sail as straight as if she were on a track, optimizing the efficiency of the twin rudders at the same time.

DESIGNERS’ STATEMENTS

Speaking about the new Azuree 41′, Humphreys stated: “ This is a yacht designed to be at the top of the actual performance cruiser market segment , conceived to unite and harmonize the needs of those who want a boat for comfortable and relaxing cruising with those who need a run abound the buoys. ”

HULL AND DECK STRUCTURE

Carbon fiber reinforced at the crucial stress points, the vacuum infused built hull guarantees light weight and stiffness , perfect for speed in light winds and powerful when the conditions are more demanding. With about 100m2 of sail area and an integrated bowsprit the Azuree 41′ completely exploits her sporting pedigree.

EXTERNAL DECK : COMFORT, ELEGANCE AND PRACTICAL SOLUTION

The deck is uncluttered and elegant; maneuvers from the mast and the Jib are recessed under the deck and lead to the cockpit in accordance with the dictates of easy sailing . The two primary winches are placed near the twin wheels within reach of the helmsman.

UNCOMPARABLE SPORTY FEATURES

The chinned hull combined with a T-shape bulb, allow the new Azuree 41 to offer one of widest sail area compared with other similar boats in this segment.

The use of an asymmetric sail area of 160sqm is make it more easy and more pleasant thanks to the bowsprit, integral part of the yacht.

Two rudders custom-designed and realized in cooperation with Jefa guarantee in every moment maximum control of the boat.

The cockpit is designed to host up to 8 people served by a foldable and removable table with stainless steel supports.

Once the transom opens into a spacious stern deck , the cockpit of the new Azuree 41 turns in an amazing terrace on the sea.

STORAGE SPACE ASSURED FROM THE TRANSOM TO THE BOW

The maneuvering seats offer two generous storage space as well the setting area in the cockpit: ropes, fenders, shoes, toolbox can be immediately stored and ready to use. Storage for the life raft in cockpit sole has been specially designed and other two hatches are accessible once the transom is open.

A 1.300 liter storage at the bow store huge elements like the swimming ladder and asymmetric sail.

INTERIORS FOR ANY NEED

The design of the interiors shows the prestigious hand of Tommaso Spadolini, exploiting interior volumes to the utmost with excellent stylistic solutions including the integration of the mast with the interior structures to create a seemingly endless space, while offering two below deck layout options, both with three cabins and a sail locker , offering a level of comfort never before seen on a 41′ yacht.

Lockers, under bed storage solutions, a 200l fridge, an integrated chart table and some smart solutions like the possibility to convert the table in a double bed make this yacht versatile and ready for navigation with family and friends.

The use of clear wood quality finishing and ample windows that illuminate the interiors complete this fast cruiser, perfect for cruising but always ready for a race around the buoys.

The Azuree 41′ offers two interior layouts: both with three cabins, one with a private headroom for the bow cabin and a second head aft. Both layouts include sail and anchor lockers.

Azuree 41 Specs

AZUREE 41 REVIEW

Construction.

The pronounced single chine guarantees excellent performance: the Azuree 41' heels and uses the chine to sail as straight as if she were on a track, optimizing the efficiency of the twin rudders at the same time.

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• Abdi İpekçi Cad. Ada Apt. No: 22/18 K:5 Nişantaşı, 34367

When it comes to Turkish sailboats, I recall innumerable fleet Gulet — a traditional wooden boat that moves an army of tourists on the Islands and bays of the Mediterranean. Project Azuree — a bold challenge to the stereotypes and the proof that Turkey can be made of a yacht innovative designs using the latest technologies. "My goal is the creation of internationally recognized Turkish brands," says Kirac Ipek (Ipek Kıraç ), the head of the company Sirena Marine , owner of the brand Azuree.

company History

History Azuree is inextricably linked with the shipyard Sirena Marine founded in 2006, holding Kıraça in partnership with the world famous > Azimut-Benetti Group.

Azuree became Turkey's first serial brand of sailing yachts. The line was launched in February 2010, in collaboration with the Italian designer Giovanni Ciccarelli (Giovanni Ceccarelli was) . The successful combination of technology and design has brought success. The first two models are Azuree 40 and Azuree 33 has received high praise professionals. Azuree 33 was selected "boat of the year / Barca dell' Anno" at the International exhibition in Genoa .

to lead the company in 2012, Ipek Kirac , the youngest daughter in the family holding company, have given new impetus to the development of Sirena Marine Azuree and brand. Under her leadership has expanded a global sales network, the company has reached the international level.

Manufacturing

Yachts Azuree are manufactured at the shipyard Sirena Marine in Bursa (Turkey) on the coast of the Marmara sea . Production facilities cover an area of 155 000 square meters. As a partner of Azimut-Benetti Group, the company uses the most advanced technology composite hulls. In the latest models the company uses the method of vacuum infusion lamination of fiberglass. Previously, the company was also experimenting with carbon composites.

production Volumes have not yet reached the level of global competitors, such as >or Bavaria >Bavaria. Since inception, the company issued a little over a hundred yachts under the brand Azuree.

Yachts Azuree successfully compete in the middle price segment of the size range of 33 to 46 feet.

All models produced Azuree follow the traditional Mediterranean construction of the Bermuda sloop with an extended aft cockpit, providing a good movement rate and maneuverability.

Each model in the line Azuree has a carefully thought-out internal layout.

Considering the interests of the majority of consumers, involving the use of the yacht in a short Mediterranean cruises, the company relies on the usability of internal space and cockpit. For example, the model 33 has the widest-in-class housing, which made the layout of the interior, comparable 36-futuyama competitors.

As is common among the yachts of the class, Azuree has no eye-catching differences. Their dignity to a reasonable balance of quality, ergonomics and price.

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Sailing yacht cruiser series build

Technical data.

• DRAFT 1,95 m CR and 2,15 m (FC)
• DISPLACEMENT - LIGHTSHiP Kg 5150 (FC) Kg 5350 (CR)
• BALLAST Kg 1480 (FC) and 1550 (CR )
• SAIL AREA UPWIND 70,5 sqm (FAST CRUISER VERSION)
• SAIL AREA DOWNWIND 137 Sqm
• FUEL 150 lt
• FRESH WATER 200 lt
• CONSTRUCTION MATERIAL
• POWER Hp. 40
• NAVAL ARCHITECTURE Ceccarelli Yacht Design
• EXTERIOR DESIGN Ceccarelli Yacht Design
• ENGINEERING Ceccarelli Yacht Design
• BUILDER Sirena Marine

This is the second design from CYD for the Sirena Marine brand, after the Azuree 4.

This smaller sister made is debut in Genoa Boat Show in 2011 where won the prestigious prize ”Yacht of the year” organized from Vela e Motore and Sema Bipiemme .

It’s the most innovative boat of it’s size in the market.

The boat is produced in two version FAST CRUISER and CRUISER version .

The interiors are the one with the largest volume in the market foer a true 33 feet yacht  series produced.

© Copyright Ceccarelli Yacht Design and Engineering

Yachting Monthly

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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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