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Albin Vega 27

Albin Vega 27 is a 27 ′ 0 ″ / 8.3 m monohull sailboat designed by Per Brohäll and built by Albin Marine between 1965 and 1979.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

From BlueWaterBoats.org :

There’s more to the modest-seeming Albin Vega than meets the eye. This little fiberglass 27 footer from Scandinavia can strut her stuff as a serious offshore cruiser and has become a multi-continental favourite with an army of fans. Created in 1964 by Swedish designer Per Brohall, builders Larsson Marine were looking for a bigger version of Brohall’s successful Viggen 23. Designed to be inexpensive but also light, spacious, fast and seaworthy, the Albin Vega’s popularity is a result of Brohall’s success in meeting his brief.

Like many boats of the time the Vega’s design gives a nod to the skinny lines and long keel of the Scandinavian Folkboat and in comparison with modern designs the term spacious might be misleading but unlike modern boats there was no trade off in seaworthiness for interior space. The Albin Vega is no longer in production, but during her ten year production run over 3000 boats were built. She has earned the reputation as an inexpensive all weather cruiser and an ideal starter boat.

In 1964 Lars Larsson, of Larsson Trade AB (in 1971 to become Albin Marin AB), commissioned Swedish designer Per Brohall to build a 27 foot version of his previous successful design, the Viggen 23, reputedly in the hope of increasing sales of their Albin engines. Brohall was one of the pioneers of early fibreglass construction in Sweden and published a number of books on small wooden boat building. He paired up with Larsson to design several boats, including the Albin 25, 21 and 30, but the Albin Vega was probably the most popular and widely known. Larsson Trade AB managed to produce 3450 Vegas at their impressive shipyard in Kristinehamn, Sweden before production ceased in 1979 and the shipyard closed down. Many of the Vegas unsurprisingly were sold in Scandinavia but a good proportion were shipped out to the rest of Europe and places as far away as the USA, Greenland and Hawaii.

Notable Voyages

The Vega has earned her reputation as an offshore cruiser by completing numerous offshore voyages and circumnavigations, the most famous being the voyage of John Neal whose book  Log of Mahina  chronicled his voyage from Seattle to the South Pacific.

More recently were voyages to Antartica and the Arctic made by controversial Norwegian Adventurer Jarle Andhoy and his crew in Berserk (and later  Berserk II ). These expeditions were filmed for Norwegian TV. According to their account of their Arctic voyage, they set a world record “as no other sailing vessel had ever sailed as far north in open water”.

In 2012, Matt Rutherford completed his solo, nonstop circumnavigation of the Americas via the Arctic’s Northwest Passage and South America’s Cape Horn. His 309 day voyage earned Matt two Guinness World records and has been captured in a documentary film called Red Dot on the Ocean .

Configuration and Layout

The Vega is a modest displacement masthead sloop with a cutaway stern and inboard rudder. She’s a bit lacking in classic cruiser curves with an almost straight sheerline from bow to stern which gives her a slightly hunchbacked appearance from certain angles. Her keel is not the traditional full keel of an offshore cruiser but, modified to half the length of her waterline, it’s enough to keep her tracking well while creating less friction and giving better light air performance. Her rudder is firmly fixed to the rear of the keel and uncommonly, the propeller exits under the counter stern above the rudder. She has an unusual bow pulpit configuration which allows for step through disembarking and is typical for Swedish boats which often have to be moored bow forward off rugged coastlines.

Her interior layout is fairly standard for a boat this size with, from bow to stern, chain locker, v-berth, head, single berths either side of the saloon and a galley split either side of the companionway stairway. With her 8ft beam there is not a lot of space to work with below but she can carry two adults comfortably on long voyages plus perhaps two children on shorter trips. The four berths are a decent size (6′ and 6′ 6″) and the table in the saloon screws in and can be unscrewed and relocated to the cockpit. There is no designated chart table so improvisation is required here. Headroom is not over generous with 5′ 10″ in the main cabin. The cockpit is considered to be the right size for offshore work and has good drainage and tall coamings for protection. One owner points to its use as an enjoyable cockpit bath with the drains plugged.

Construction

Built in the early days of fibreglass construction, the Vega’s hull is solidly constructed fibreglass up to one inch thick in parts, however the cabin top and deck are cored fibreglass which, while not necessarily weak, is prone to flexing and could do with reinforcement to withstand lengthy offshore work. The joints are strong and waterproof  with good sized stainless steel bolts, spaced 5 inches apart, holding hull and deck together.

By all accounts the Vega under sail handles easily and is a well balanced creature with no weather helm. Despite her shallow draft she is reported to point well to windward and while tender initially up to around 10 to 15 degrees of heel she carries full sail easily up to 20 knots. She’s a fast boat downwind but offshore cruisers would do well to carry a large spinnaker or drifter for light airs.

Buyer’s Notes

While the rudder is well supported by its attachment to the keel the rudder itself has some weaknesses. The rudder fittings should be carefully examined and the play in the rudder tested. The deck and cabintop are cored with PVC foam and may be subject to ‘oilcanning’ so reinforcement is advised for offshore work. With her deck-stepped mast the Albin Vega is susceptible to compression damage at the mast foot but this is often remedied by adding supports below. The large window’s in the hull are a weak point for offshore work and the stem fitting at the bow has been deemed inadequate. The Vega is also known to be difficult to control under power in reverse.

More than 3000 Albin Vegas were built and there are generally a number for sale on the used boat market, the majority of which can be found in Europe and the UK. A search of the current boat market shows prices around 9,000 to 12,00 Euros depending on condition. There are eight different national Albin Vega Associations, each with their own website as well as a worldwide umbrella organisation Vega One Design Association (VODA). Prospective owners have a wealth of contacts here and there is also an owner’s group on Yahoo (link below).

Links, References and Further Reading

» Albin Vega 27 Boat Review by John Vigor » Albin Vega Owner’s Site » Albin Vega Yahoo Group » Albin Vega Worldwide Database » Nick and Jenny Coghlan’s circumnavigation in Tarka the Otter (1985-89) » A Swedish circumnavigation by a young group of friends (2005-2007) » Red Dot on the Ocean , a documentary film capturing Matt Rutherford’s circumnavigation of the Americas in his Albin Vega 27

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• Sailboat Reviews

A lightweight 27-footer that's designed for offshore. With good workmanship and nice handling, it's a good value.

Like a lot of people, our first recollection of the Albin Vega was an advertisement in the sailing magazines. In the early 1970s, a time when California production coastal cruisers dominated the American market, this little Swedish import was hyped as a serious offshore cruiser. Our reaction was, “What has this boat got that the others don’t?”

The ad photo showed the Vega backlit by a late afternoon sun, sailing out to sea. The copy touted it as a “…four berth diesel cruiser built of reinforced fiberglass…” that “…sails in her own class and holds the record for the fastest Atlantic crossing.” Other noteworthy gear mentioned was the single lever, variable pitch prop, dodger and stainless steel sink with fresh and sea water foot pumps. One surmised from the above that the Vega was light, fast, seaworthy and cruisable. Seventeen years later, it’s easier to put the Vega in perspective. The boat comes close to its billing, but it’s not without its flaws.

Design and Construction

We were not able to confirm the exact dates of production, but we do know that the boat was designed in 1966. Responses to our Boat Owner’s Questionnaire range from hull #249, built in 1968, to hull #3361 built in 1979.

Sailed as a one-design in Europe, the Vega made inroads into the American sailing scene as well. They are still commonly sighted. By any standard, the Vega was a successful design.

Designed by Per Brohall, the Vega has a narrow, easily driven hull. Beam is just eight feet, a foot or more narrower than similarly sized boats of the late 1980s. The hull is shallow, with a large cutaway forward of the so-called “full keel.” The rudder is attached but there is no aperture for the propeller.

The shaft exits the deadwood just above the rudder, under the counter. More on this later.

In profile, the sheer is reversed. This gives the boat an odd look, though certainly not an unpleasant one. Reverse sheer is used mainly on smaller boats to increase interior space. Also, the tumblehome of the topsides (the middle of the hull above the waterline is wider than at the toerail) causes the hull, rather than the stronger hull-deck joint and rail, to take the brunt of bumpings with pilings.

A teak rubrail could be through-bolted along the most exposed area, which would protect a new paint job but which might be difficult to make aesthetically pleasing. A rubrail should follow, to some extent, the line of the sheer, and on a boat with reverse sheer, this would produce a very strange looking rubrail! Some experimentation on paper would be wise.

The hull and deck are built of fiberglass—chopped strand mat and woven roving bonded with polyester resin—with coring in the deck and coachroof. Company literature asserted that the hulls are 3/8″ thick

at the toerail, increasing to 1″ at the base of the keel. There is ample evidence, however, that some panels, such as the cabin sides, are too thin. On one boat we sailed, they oilcanned easily by pressing the hands against them. Also, the deck did not feel as solid as the advertisements would have us believe—perhaps we were witnessing deck delamination.

Excessive gel coat cracking is the only obvious result, but it is not comforting to feel a panel give.

The boat has proven itself offshore, but this does not necessarily mean the structure is well-engineered. One reader wrote: “Hull suspiciously thin. The Vega is ocean rated (but) my only question is how much can it take.”

John Neal, who sailed 14,000 miles throughout the South Pacific on a Vega in the mid-1970s and wrote about his adventures in a book titled Log of the Mahina , called the Vega sound, noting that his had survived collisions with coral heads.

Neal, however, also mentioned a problem we noticed, that of deck compression from the deckstepped mast. Toward the end of his cruise, the main load-bearing bulkhead was actually warping. He wrote: “Upon close inspection, I found that one of the two supports on the main bulkhead had sheared its glue bond, breaking a three-eighths-inch stainless steel bolt, and had been forced through the fiberglass cabin sole. Also, the main port bulkhead had started to warp seriously at the top.”

This problem, fortunately, is less common than it was in early fiberglass boats. So often we hear that older fiberglass boats were built much more strongly that today’s. Well, it ain’t necessarly so. The buyer of a Vega wishing to sail it hard should give some thought to solving this problem. Gluing and screwing plywood to the bulkhead for double thickness would help, as would replacing the overhead beams with larger ones. Of equal importance is transmitting the load from the sole to the hull. This would mean fiberglassing a support between the sole and hull— not an easy job, but a necessary one. Care should be taken not to create hard spots in the hull. The procedure for fitting bulkheads is covered in many books and involves cutting foam wedges to fit between the wood and hull, the joint amply covered with successively larger widths of fiberglass tape.

The hull-to-deck joint is an internal flange with pliant caulking (“2 pack rubber”), fastened through with 5/16″ stainless steel bolts every five inches. None of our readers have reported leaking.

Some owners noted the weakness of the rudder. Neal lost his while hove to. After making repairs, he then hove to with slack in the tiller lashings, which worked.

Performance Under Sail

The Vega is a fine little sailer whose greatest virtue is manageability in a wide range of conditions. Nearly all owners remark how well the boat is balanced. We, too, noticed this trait immediately, admiring the light helm and good tracking.

Light air performance is criticized by numerous owners. When the wind blows over about 15 knots, they say, the boat really comes alive. We did not think the boat we sailed suffered terribly in lower wind speeds, but compared to a more contemporary coastal design with fin keel and larger rig, the Vega would undoubtedly come up short. This is an acceptable compromise for an offshore boat. Many owners say they can keep sailing when others are heading in, adding that the boat remains dry even in rough conditions.

As one would expect from her round bilges and relatively shallow keel, the Vega is initially a mite tender, heeling easily to about 15 degrees. Thereafter, with her shoulder buried, she becomes quite stiff. Again, this is not an undesirable trait for an offshore cruiser.

All in all, the Vega is a pleasure to steer. Unlike modern boats with spade rudders, that tend to stall when overcanvassed, the Vega remains under control at all times. We find that a most comforting characteristic—indeed, a prerequisite for safe, comfortable cruising.

Performance Under Power

The early Vegas were equipped with Albin 022 13 hp or Volvo MB10A 15 hp gas engines, later replaced with Volvo diesels, including the 10 hp MD6A and 13 hp MD7A. Some early Vegas did not have trans- missions, using the Combi variable pitch prop instead. An owner of a 1976 model wrote that by the time Albin built his boat, a transmission had been added. The variable pitch prop was retained, using a single lever control without clutch. “This is an interesting piece of engineering,” he wrote, “but hell to repair.”

The variable pitch system is far superior to conventional propellers in terms of efficiency. However, it does have drawbacks, principally the grease seals that may leak. A number of readers wrote that parts for the Combi unit, as well as mechanics familiar with it, are hard to find.

Most owners report forward power as good, most saying she’ll cruise at six knots. A few owners of the 10-hp diesel said the boat was slightly underpowered, which probably explains why later boats were fitted with the 13-hp model.

Reverse is another story. The value of the variable pitch Combi drive with 1.42:1 reduction gear, which provides greater power backing down, is mitigated by the fact that the propeller is situated aft of the rudder. This makes the boat a devil to steer in reverse. Almost every owner reported difficulty with the boat in reverse, noting that manuevering in tight quarters requires extra vigilance.

On the plus side, the Volvo engines rate high in reliability. Accessibility is better than average. The real problems with the power train lie in maintaining the Combi drive, which is an asset if working properly and a liability if allowed to deteriorate.

The Interior

The Vega is not a large 27-footer by today’s standards, yet its layout is quite serviceable for a couple despite the fact that headroom is just 5′ 10″ (actually 5′ 7″ in the boat we measured) in the main cabin. As the British designer Uffa Fox once said, “If you want to stand up, go on deck.”

The straightforward layout includes V-berths forward (6′ 0″ starboard, 6′ 6″ port), a partially enclosed head compartment forward of the main bulkhead, 6′ 1″ and 6′ 6″ settees in the main cabin, and a galley split port and starboard by the companionway. There is ample stowage behind the seatbacks, under the settees and in various galley bins.

The dinette table removes for stowing, or for mounting in the cockpit; the two legs set in sockets sunk into the cabin sole and cockpit floor. The main shortcoming of the plan is that the toilet is open to the V-berths, which is why this boat is best suited to a couple or small family, or at the least those of intimate relations!

Woodwork is hand-rubbed mahogany, which is quite attractive if maintained properly. The overhead has a fiberglass liner but the cabin and hull sides do not; the latter are covered with a foambacked perforated vinyl. The cabin sole is fiberglass, which transmits cold and noise—best to cover with a moisture-resistant carpet.

All windows are fixed, which is typical of boats built in far northern climates. The rubber gaskets are a bit of a worry, as the material can degrade over time, permitting leaks.

An innovative ventilation system helps keep the interior dry and mildew at bay. Air is introduced through a ventilator in the forward cabin and exhausted via the mast and a cockpit ventilator.

The Albin Vega is an interesting boat, one that in many respects was ahead of its time. Except for the limitations mentioned, construction was essentially sound. The design is superb. We like the variable pitch propeller despite the extra maintenance required. Placing it in an aperture in front of the rudder would help performance in reverse a great deal, but this would have required a deeper hull form and thereby change the entire concept of the boat. Considering that sailboats spend very little time going backwards, we think Brohall made a good decision.

The base price of the Vega in 1977 was about $21,000, with a good list of standard gear. That boat today sells for about $16,000. Depending on condition, you could buy one for less. Any way you cut it, the Vega represents a good value—an ocean-going vessel for minimal investment.

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Bluewater Sailboat – Albin Vega 27

The modest-appearing Bluewater Sailboat Albin Vega 27 is more complex than it first appears. This diminutive 27-foot fiberglass cruiser from Scandinavia has earned a devoted following across several continents and can flaunt her skills as a serious offshore cruiser.

Per Brohall, a Swedish designer developed the Viggen 23 in 1964 in response to a request from builders Larsson Marine for a larger variation. The Albin Vega’s popularity is a result of Brohall’s accomplishment in fulfilling his mandate to create a boat that was not only affordable but also lightweight, capacious, quick, and seaworthy.

The Vega’s design, like many Bluewater sailboats of the era, pays homage to the long keel and slender lines of the Scandinavian Folkboat. In comparison to contemporary designs, the epithet “spacious” may be misleading, but unlike contemporary boats, there was no compromise made in the internal room for seaworthiness. Over 3000 boats were created during Albin Vega’s ten-year production cycle, even though she is no longer being produced. She has established a solid reputation as a budget-friendly all-weather cruiser and a great first boat.

• LOA: 27′ 1″
• LWL: 23′ 0″
• Beam: 8′ 0″
• Draft: 3′ 10″
• Ballast: 2017 lbs.
• Displacement: 5070 lbs.
• Sail Area: 341 sq.ft.
• Headroom: 5′ 10″
• Fuel: 9 US Gal.
• Water: 18 US Gal.
• Designer: Per Brohall
• Builder: Larsson Marine
• Year Introduced: 1964
• Year Ended: 1979
• Total Built: 3450

In order to boost sales of their Albin engines, Lars Larsson of Larsson Trade AB (later to become Albin Marin AB) commissioned Swedish designer Per Brohall to create a 27-foot version of his previous successful design, the Viggen 23. Brohall wrote several books on making tiny wooden boats and was one of the forerunners of early fibreglass shipbuilding in Sweden. Albin 25, 21, and 30 were among the boats he co-designed with Larsson, but the Albin Vega is likely to have garnered the most attention. Before production halted in 1979 and the shipyard was shut down, Larsson Trade AB was able to construct 3450 Vegas at their spectacular shipyard in Kristinehamn, Sweden. Unsurprisingly, a large number of the Vegas were sold in Scandinavia, but a sizable portion were also exported to other countries in Europe and as far away as the USA, Greenland, and Hawaii.

The Vega has completed a number of offshore journeys and circumnavigations, earning her reputation as an offshore cruiser. The most well-known of these was John Neal’s expedition, which was documented in the book Log of Mahina. He traveled from Seattle to the South Pacific.

More recently, the controversial Norwegian explorer Jarle Andhoy and his crew on the ship Berserk made trips to the Arctic and Antarctic (and later Berserk II). These journeys were documented for Norwegian TV. No other sailing boat had ever been thus far north on the open sea, according to their narrative of their Arctic expedition.

By way of the Northwest Passage in the Arctic and Cape Horn in South America, Matt Rutherford finished his solo, uninterrupted round of the Americas in 2012. Matt set two Guinness World Records during his 309-day journey, which was documented in the video Red Dot on the Ocean.

The Bluewater Sailboat Vega is a cutaway stern, inboard rudder, and moderate displacement masthead sloop. She lacks some of the traditional cruiser curves and has a nearly straight sheerline from bow to stern, which from some perspectives gives the impression that she has a slight hunchback. Her keel is not the usual complete keel of an offshore cruiser, but it has been shortened to half the length of her waterline, which is sufficient to maintain good tracking while reducing friction and enhancing performance in light winds. Her propeller exits under the counter stern above the rudder, which is unusual and is firmly connected to the back of the keel. She has a distinctive bow pulpit design that enables step-through embarkation and is typical of Swedish boats, which frequently have to be tied bow forward off rocky shores.

The hull of the Vega, which was built in the early days of fiberglass construction, is solidly built with layers of fiberglass up to an inch thick. However, the cabin top and deck are cored fiberglass, which, while not necessarily weak, is prone to flexing and could use reinforcement to withstand protracted offshore work. Strong and watertight bolts that are placed five inches apart hold the hull and deck together at the joints.

She has a fairly typical internal design for a Bluewater sailboat of her size, with a chain locker, v-berth, head, single cabins on either side of the saloon, and a galley divided into two areas on either side of the companionway staircase. Despite the limited space below due to her 8-foot beam, she can transport two adults comfortably on longer excursions, and possibly two children on shorter cruises. The four cabins (6′ and 6′ 6″) are a good size “) and a table in the saloon that screws into place and can be moved to the cockpit by unscrewing it. Improvisation is needed in this situation because there is no designated chart table. With 5′ 10,” headroom is not especially generous “in the center cabin. The cockpit is said to be the ideal size for offshore work, and it features towering coamings for protection, good drainage, and. One owner mentions using it as a relaxing cockpit spa by plugging the drains.

Performance

According to all reports, the Vega under sail is a well-balanced beast without a weather helm. Despite having a little draught, she is said to point well to windward and, despite being a little tender at first, carrying full sail up to 20 knots with ease. Although she is a quick boat downwind, offshore cruising would be wise to have a sizable spinnaker or drifter on board for weak winds.

Now you can also precisely calculate the expenses related to boat ownership to make smart choices based on your budget and sailing needs. Use this bluewater Sailboat Calculator to explore different options and make the best decision.

If you’re looking for a used sailboat for sale, check out the Bluewater sailboat data and specs to make an informed decision. Ocean Wave Sail has data for over 10000+ boats that can help you select one to meet your sailing needs.

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The Albin Vega Sailboat

The Albin Vega is a classic cruising sailboat that was designed by Swedish designer Per Brohäll and built in Sweden by Albin Marine. The boat is known for its seaworthiness, performance and affordability, and has been sailed around the world by many adventurous sailors.

Published Specification for the Albin Vega

Underwater Configuration:   Long fin keel

Hull Material:   GRP (fibreglass)

Length Overall:  27' 1" / 8.25m

Waterline Length:  23' 0" / 7.01m

Beam:  8' 1" / 2.46m

Draft:  3' 8" / 1.12m

Rig Type:  Masthead sloop

Displacement:  5,070lb / 2,300kg

Designer:  Per Brohall

Builder:  Albin Marine AB (Sweden)

Year First Built:  1965

Owners Association:   The Vega Association of Great Britain

Published Design Ratios for the Albin Vega

1. Sail Area/Displacement Ratio: 16.1

2. Ballast/Displacement Ratio: 39.8

3. Displacement/Length Ratio: 186

4. Comfort Ratio: 20

5. Capsize Screening Formula:   1.9

A Few FAQs...

Based on the published Design Ratios for the Albin Vega, how would you expect the boat to perform under sail?

The Albin Vega has a moderate sail area/displacement ratio of 16.1, which indicates that it is not a very powerful sailer, but can handle a wide range of wind conditions. The boat also has a low displacement/length ratio of 186.1, which means that it is relatively light and fast for its size. The boat has a high ballast/displacement ratio of 39.8, which suggests that it is stable and stiff, and can carry a good amount of sail without heeling too much. The boat has a low comfort ratio of 19.9, which implies that it is not very comfortable or spacious for long-term cruising, but rather agile and responsive. The boat has a low capsize screening value of 1.9, which indicates that it is very seaworthy and unlikely to capsize in rough seas.

Is the Albin Vega still in production and, if not, when did production end and how many of these sailboats were built?

The Albin Vega is no longer in production. Production ended in 1979, after about 3,450 boats were built.

What, if any, alternative versions of the Albin Vega were built and what are the differences between them?

The Albin Vega was developed into the longer Singoalla 34 in 1970, which had a longer waterline, more interior space, a different rig and a different keel shape. Some other variations of the Albin Vega include the Albin Cumulus, which had a fin keel and a spade rudder; the Albin Nimbus, which had a taller rig and more sail area; and the Albin Nova, which had a wider beam and more modern lines.

How many people can sleep on board a Albin Vega?

The Albin Vega has sleeping accommodation for four people, with a double "V"-berth in the bow cabin and two straight settees in the main cabin.

How did the sailing press review the Albin Vega?

The Albin Vega received mostly positive reviews from the sailing press, especially for its sailing performance, seaworthiness and value for money. Some of the drawbacks that were mentioned include the lack of headroom, storage space and ventilation in the cabin; the small cockpit; the noisy engine; and the outdated design.

What is the history of the builders of the Albin Vega and is the company still in business?

The builders of the Albin Vega were Larsson Trade AB (later renamed Albin Marin AB), a Swedish company that was founded in 1899 by Carl Gustav Larsson. The company started as a manufacturer of wooden boats, but later switched to fiberglass construction in the 1960s. The company produced several popular models of sailboats and motorboats, such as the Albin 25, 21 and 30; the Ballad, Cumulus and Nimbus; and the Singoalla, Nova and Stratus. The company also supplied engines for many of their boats, as well as for other boat manufacturers. The company went bankrupt in 1982 and was liquidated in 1984.

Is the mast on the Albin Vega deck stepped or keel stepped?

The mast on the Albin Vega is deck-stepped, which means that it rests on a metal plate on top of the deck, rather than extending into the hull. This makes it easier to raise and lower the mast, but also requires additional support from shrouds and stays.

What is the average cost of a secondhand Albin Vega?

The average cost of a secondhand Albin Vega depends on the condition, age, location and equipment of the boat. According to some online sources, the price range for a used Albin Vega can vary from $5,000 to $20,000 USD.

What other sailboats have been created by the designer of the Albin Vega?

The designer of the Albin Vega, Per Brohäll, created several other sailboats for Larsson Trade AB / Albin Marin AB, such as the Viggen 23, the Albin 25, 21 and 30; the Ballad 30; and the Singoalla 34. He also designed some wooden boats, such as the Snipa 21 and the Skärgårdskryssare 30.

The above answers were drafted by sailboat-cruising.com using GPT-4 (OpenAI’s large-scale language-generation model) as a research assistant to develop source material; to the best of our knowledge,  we believe them to be accurate.

Other sailboats in the Albin range include:

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Best Western Vega Hotel & Convention Center

How do i get to the hotel from vnukovo airport.

By taxi The drive from Vnukovo Airport to the Best Western Vega Hotel takes 50-90 minutes, depending on traffic. Official airport taxis should cost around $60, or you can order a transfer with a driver to meet your flight here .

By train Aeroexpress trains run from Vnukovo Airport Station to Kiev Railway Station in central Moscow. Trains run on the hour from 6am to 12am daily, the journey takes 35-40 minutes, and adult single tickets cost roughly $11. Child tickets, family tickets and first-class tickets are also available. From Kievskaya Metro Station, it is a direct journey eight stops east on the dark-blue line to Partizanskaya Metro Station, which is around 100 m from the Best Western Vega Hotel.

By bus From the stop across the car park at Terminal D (domestic flights) at Vnukovo, bus services run to Yugo-Zapadnaya Metro Station on the outskirts of Moscow. Regular buses (611 and 611c) run from 5.30am to 12.50am daily every 10-15 minutes and take under 25 minutes to reach the metro. Tickets cost $3-4. There are also faster and slightly more expensive marshrutka minibus shuttles (611b and 45) running from 7am to 11pm. From Yugo Zapadnaya, at the end of the red line, travel north nine stops to Okhotny Ryad. Change to the dark-blue line, and continue east five stops to Partizanskaya Metro Station, which is less than five minutes' walk from the Best Western Vega Hotel.

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