alberg 40 sailboat

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Alberg 35 and Alberg 37

• By Tom Zydler
• Updated: July 31, 2002

Ann and Brian Lancaster have morphed their Alberg 35, Cross Town Traffic into a real gem, the likes of which original builder Pearson yachts never envisioned. They have upgraded the rigging, repowered with diesel, added a reefer/freezer and retrofitted a comfortable chart table inside. They’ve even designed and built a dinghy that fits on the coachroof like a comfortable old slipper without impairing the helmsman’s visibility and important in the Marshall Islands where they are right now, halfway through a carefully planned circumnavigation.

Although decidedly thirty-something, the boats, first commissioned in 1961, continue to deliver pleasure and adventure to their owners. Chris Ogden just bought Maui, built in the last production year, 1967, and hauled her out to prepare for a cruise to the West Indies and the Western Caribbean. Even on the hard, the long overhangs rise gracefully over the boxy cabin cruisers. A yard worker ground the layers of old bottom paint down to the gelcoat and revealed five small blisters and not bad for this old lady. Inside are a grand V-berth, a cavernous chain locker, a multitude of doored storage niches and a bin for storm sails.

The late Carl Alberg designed the 35 as a coastal cruiser. With LOA of 34’9″ she has a short waterline of 24’0″ and moderate beam of 9’8″ good proportions for slipping along in light air. The waterline lengthens when the hull heels, and the boat foots nicely in a breeze. Draft of 5’2″ permits gunkholing in the Bahamas. Displacement of 13,000 pounds, heavy by today’s standards, provides good motion at sea and the ability to carry a modern cruiser’s payload.

Added to the aesthetics, many boat buyers like the price on either side of $30,000, depending on year and condition. Fixer-uppers can be found for as little as $10,000. A 35 in top condition offers a solidly constructed hull (more than one inch thick below the waterline) capable of taking a grounding without worry for the encapsulated lead ballast of 5,300 pounds. So configured, of course, there are no keel bolts to corrode.

A family will enjoy the boat with her numerous bunks in the two-cabin versions. In the dinette layout the cabin table drops to make a wide bunk. The whole starboard side holds a three-burner oven/stove, an icebox and food lockers. The version with the settees has a galley by the companionway. Both interiors have quarter berths. Several removable panels open for total access to the engine, and floorboards lift to reveal two monel water tanks (60 gallon) and a fuel tank (30 gallon). A deep bilge prevents any water from sloshing into lockers. With an enclosed toilet compartment with a shower sump and large hanging lockers, the boat offers comfortable seagoing quarters.

Drawbacks? Older boats will need hose and electrical wire replacement. The bulkhead under the deck-stepped mast needs beefing up as does the bottom edge of this structural piece. For offshore work I would replace the pretty but weak bronze window frames with bolted ports, or install storm window covers. The balsa-cored deck calls for a surveyor’s mallet to locate any delaminations that can be labor intensive to repair. Inside, Pearson Yachts finished the bulkheads with wood-grained formica. Repainting the bulkheads with light solid colors, after first heavily sanding the surface, helps. Add varnish on the standard teak trim and the cabin will look elegant.

Carl Alberg never meant the Alberg 35 for extensive ocean cruising. For this he drew a 37-foot yawl. It compares to the 35 as does a thoroughbred to a Shetland pony, both from a good stable. The Alberg 37 raced under the CCA rule and the design has long overhangs and a short full keel ending with a raked rudder to reduce the wetted area. Showing the typical Alberg moderation of basic ratios, a slim, slippery hull only 5’6″ deep with beam of 10’2″ and 26’6″ of LWL is powered by 646 square feet of sail (in the available sloop version). The single-spreader mainmast goes right through the coachroof to rest on a well engineered mast step and perfect for offshore work. Apart from adding 40 square feet of sail, the mizzen can serve as a riding sail at anchor, carry a mizzen staysail or provide the option of a balanced jib-and-jigger sail plan should the fully reefed main be too big for wild conditions.

At 37’2″ LOA and a displacement of 16,800 pounds, the Alberg 37 has the feel of an oceangoing yacht with wide side decks leading to the bow. Below, you get the impression of a larger boat due to ambient light and breeze from several ports and two overhead hatches. Teak bulkheads match the teak-and-holly sole with lifting floorboards for access to the tanks (60 gallons of water and 35 of fuel). The deep bilge has the volume for additional tankage, an important feature in these days of mandatory holding tanks. Apart from a large V-berth, the main cabin has two pull-out settees plus a pilot berth. Shelves for electronics bank the chart table, where a cushioned seat folds cleverly to extend a quarter berth.

The Whitby Boat Works in Canada built Alberg 37s, sloops and yawls, in Mark I and Mark II versions between 1967 and 1988, a testimony to the longevity of a classic design. According to all reports, the builders produced a strong hull. A 1977 hull, Good News, ended up on a Block Island, Rhode Island, beach in 1991’s Hurricane Bob and suffered only scratches. Since then, her second owner David Huck has cruised in her as far as Cuba and the southern Bahamas and praises her seakindly performance in sloppy Gulf Stream seas.

Potential buyers of the 37 should expect to pay between $35,000 and $60,000. They should employ a surveyor to examine the balsa core deck and the bulkheads, some of which have been known to separate from the hull. The Mark II has less wood in the construction, employing instead a molded floor support, molded overhead liner and a fiberglass toerail.

Alberg 35 Specifications: * LOA: 34’9″ (10.6 m.) * LWL: 24’0″ (7.3 m.) * Beam: 9’8″ (2.9 m.) * Draft: 5’2″ (1.6 m.) * Ballast: 5,300 lbs. (2,404 kgs) * Disp: 12,600 lbs. (5,715 kgs) * Sail area (100%): (sloop) 545 sq.ft (51 sq.m.); (yawl) 583 sq.ft (54 sq.m.) * Ballast/Disp: .42 * Disp/Length: 407 * SA/Disp: 16.1 (sloop); 17.2 (yawl) * Fuel: 30 gal. (114 ltr.) * Water: 60 gal (227 ltr.) * Holding: retrofit * Auxiliary: Gas, inboard * Designer: Carl Alberg

Alberg 37 Specifications: * LOA: 37’2″ (11.3 m.) * LWL: 26’6″ (8.1 m.) * Beam: 10’2″ (3.1 m.) * Draft (deep): 5’6″ (1.68 m.) * Ballast: 6,500 lbs. (2,948 kgs.) * Disp: 16,800 lbs. (5,121 kgs.) * Sail area: (100%) (sloop) 646 sq.ft. (60.0 sq.m.); (yawl) 686 sq.ft. (63.7 sq.m.) * Ballast/Disp: .39 * Disp/Length: 403 * SA/Disp: (sloop) 15.8 ; (yawl) 16.7 * Fuel: 35 gal. (132 ltr.) * Water: 60 gal. (227 ltr.) * Holding: retrofit * Auxiliary: Volvo MD2003 28-hp * Designer: Carl Alberg

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Hallberg-Rassy

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MOVES THE LIMITS FOR WHAT IS POSSIBLE UP TO 40 FT

The all-new Hallberg-Rassy 40C moves the limits for what is possible to achieve in a yacht up to 40 ft. When the Hallberg-Rassy 44 was introduced, it was a bold step forward in terms of both interior comfort, sailing performance and looks. The new 40C is equivalent when it comes to saloon, aft cabin and galley. Combined with a cockpit that has exactly the same measurements as on the 44, and fantastic sailing performance and the success is assured.

360 DEGREES VIRTUAL REALITY VIEWS

LARGE OR ENORMOUS GALLEY?

There are two galley choices: Large or enormous. With the option of the enormous, you get both increased work top area, increased galley storage and an additional, front opening, fridge. With this galley, it is also possible to add a dish washer and a micro wave. If you go for the second largest galley, you get increased cockpit locker space. Both galleys are seagoing and do not interfere with the passage through to the aft cabin.

AFT CABIN WITH TWO SEPARATE BERTHS OR CENTER LINE BERTH

Also in the aft cabin there are two different options: Standard is two separate berths, of which one is double and one single. In-between there is a comfortable seat. As an option there is a wide center line berth available, with settee to port and make up table to starboard. This version can also easily be combined with a  stern thruster , which makes it possible to push the boat against the dock, even if the wind is pushing the boat in the opposite direction. In both aft cabin versions there are two well sized aft deck lockers.

INTERIOR IN TRADITIONAL MAHOGANY OR BRIGHT EUROPEAN OAK

The interior is available in either traditional African khaya mahogany or optionally in bright European oak. In both cases the grain is horizontal. As an option,  retractable entrance washboards on gas springs  are available.

BRIGHT INTERIOR

The interior has a lot of volume and is bright and airy, with large portlights for generous natural light. There are also lots of indirect led lights, many ventilation facilities and the interior is spacious and roomy. There are six hull portlights, of larger size than the 40 Mk II and 412 and of the same size as on the 44, 57 and 64.

A DESIGN THAT IS BOTH CLASSIC AND MODERN

The exterior unites two worlds in an elegant way. There is no doubt that this is a contemporary boat from 2020. At the same time it is also obvious for any sailor that this is a true Hallberg-Rassy with everything it means, such as brand identity, security and continuity. The bow is upright for long sailing waterline and top sailing performance, with an integral and elegant bowsprit for a light wind sail, anchoring and a bow ladder. The sheer line is classy and elegant. Also the transom is upright and very full. This gives lots of living space, huge storage and a long sailing waterline. Of course the boat has twin rudders for full sailing control and safety. Needless to say, there are typical Hallberg-Rassy solutions, such as: Very well sheltered cockpit. An integral and protective rub rail. A heavy lead keel with low center of gravity on a deep bilge for tough conditions. A proper bulwark with teak toe rail so that rain water is drained below the water line, avoiding staining the hull.

Also the rig is modern and easy to handle. There are no runners needed, not even with an inner hard wind sail. The headsail is only slightly overlapping, which makes tacking very easy. There is also an option for a selftacking jib. The jib furler has an under deck drum. On the integral and elegant bowsprit a light wind sail may be used. The top shrouds and the lowers are separated on deck, making it easy for a passage on deck, easy to sheet the headsail, and providing a wide and stable base for the mast. This is a Hallberg-Rassy invention. The boat has a powerful backstay tackle with 1:48 purchase as standard, that makes it easy both to increase and decrease backstay tension.

GENEROUS COCKPIT WITH HARDTOP OPTION

This new model may be ordered either with the traditional wind screen with foldable sprayhood, or a robust hardtop dodger. Both solutions have windows in tempered glass, an opening midsection, and handles on the sides. The hardtop offers outstanding protection from the elements, both cold and sun. This hardtop has an extensive service life and also offers good sound insulation when sailing in rough weather. The cockpit is as big as the generous cockpit on the 44. The helmsman’s position is slightly elevated, keeping with good all-around coaming protection and giving both good forward visibility and valuable extra headroom in the aft cabin. The cockpit coamings are wide, an advantage both for sitting there and for the interior volume. There are hidden control lines to a winch in the starboard side cockpit coaming. The steering pedestal has lots of space for chart plotter and control buttons, making push button sailing an effortless solution to handle the boat with minimum crew. The step into or out of the cockpit is easy with a step that is also a space to hide a motor for an electric headsail winch, without interfering with the interior space.

SMALL OR LARGE BATHING PLATFORM?

There are two options aft: A small platform, or a big fold-out bathing platform. If an electric windlass is ordered for the bow, the windlass is elegantly hidden below decks. The chain locker is unusually large thanks to the modern hull design and has a fender shelf above.

Video test by Voiles et Voiliers

The French yachting magazine Voiles et Voilieres has  video tested the Hallberg-Rassy 40C . There is also a  video presentation from the world premiere at the boat show Boot Düsseldorf.

HALLBERG-RASSY 40C DATA SHEET

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Carl Alberg’s Ageless Commander

Pearsons rugged, soulful daysailer turns 55 without missing a beat..

In the early 1960s, building boats designed by Carl Alberg, Philip Rhodes and Bill Tripp, Pearson Yachts was on a roll. The Alberg-designed Triton had been the catalyst; its debut at the 1959 New York Boat Show had been a runaway hit, and by 1964 it was all hands on deck at the former textile mill in Bristol, R.I. Beyond filling many orders for the 28-foot Triton, the Pearson factory was producing-often at the rate of one model per-day, or more-the Ensign, Alberg 35, Rhodes 41, and Invicta, all of which in 2019 are considered Classic Plastic. The 38-foot Invicta won the Newport Bermuda Race in 1964, the first-ever fiberglass boat ever to do so. The Pearson cousins, Clinton and Everett, whod once built dinghies in a Seekonk, Mass., garage were a bonified success story 10 years in the making.

In 1964, however, the companys course would be forever altered. By then Grumman Industries, the military aircraft manufacturer, owned a controlling interest in Pearson, and they werent happy about the $100 per-boat royalties they paid their chief designer, Carl Alberg. Alberg was by then making around $40K per year under this arrangement, which was quite a bit of money. The stubborn Swede wouldnt capitulate; it was time for him to hit the bricks. Next to go was one of the companys founders, Clinton, whod never really adjusted to working for Grumman. Not to worry: Both he and Alberg would land on their feet, Alberg later producing iconic designs for Clintons new business down the street, Bristol Yachts. As ever, Alberg continued to design boats for other companies over what would eventually become a long, hallowed career.

From the chaos of 1964 emerged a 26-foot daysailer at the Pearson yard that Alberg would later choose as his own personal boat. Called the Commander, it was essentially a Spartan, daysailing version of the Pearson Ariel-same hull, with a shorter coach roof and a nine-foot cockpit-that had been in production since 1961. In his dotage, Alberg could be spotted in and around the waters of Marblehead, Mass., aboard the Commander he named after his wife, Alma . Considering the many fine designs to emerge from Albergs board, many of them smallish boats capable of being singlehanded, that he chose this particular boat seems significant.

In total, Pearson Yachts built 310 Commanders between 1964 and 1967. The folks who notice such things have, over the years, pointed out that the boats aesthetics and hull are eerily similar to the Hinckley 21, a wooden 28-footer Alberg designed many years earlier while working for John Alden. Both the Hinckley 21 and Pearson Commander-long and lean, with large overhangs, cutaway full keels and low sheer-owe much to the Nordic Folkboat, the characteristics of which Alberg reportedly admired. Like the Folkboat, the Commander is a well-mannered, sea-kindly boat that usually gets you where you want to go, but whose performance these days, as compared to other boats her size, is rarely described as scintillating.

It was different in the 1960s, though. Other qualities trumped performance. From Pearson literature at the time: Commander is 26 feet of stiff, able, comfortable and fast boat. She’ll tickle the turnbuckles of any skipper who wants to lead a double life. . . . She takes to blue water like she was twice her size!

Long-lasting was a big deal back then, and fiberglass being a relatively new kid in town, the material delivered, as promised. Some might even say to the industrys detriment. Certainly it would work against Pearson in later years, when the company would essentially be competing for market share against some of its own boats.

In 2019 the Pearson Commander is over 50 years old and many of them –lovingly maintained, and even actively raced in a fleet on San Francisco Bay – have survived the ravages of time. With so many boats by so many different designers out there at around 26 feet, its not hard to imagine why so many Commanders still exist, and why Alberg himself was particularly fond of the design. The reason? Theyre pretty. Simple as that. And, beyond their classic good looks, which evoke a special time in the history of yacht building, theyre easy and fun.

Construction

Much has been made of early fiberglass boat construction and the tendency to overbuild using fiberglass, a material that didnt yet have a track record. The Commander was built during this era, her single skin hull of multiple layers of 1 -oz. mat and 24-oz. woven roving. The thickness of the glass, depending on which part of the boat youre looking at, varies from 1/4 to 7/8.

The hull is stiff; on poppits or rafted up you wont see it flex. The hull/deck attachment is a simple butt joint thats been taped and glassed, and sealed with a durable caulk. Despite not being mechanically fastened, this aspect of the boats construction is rarely mentioned as a weakness. Leaking has been reported on boats in which the caulk has dried out. A stainless steel rub rail is screwed into the joint.

There are no keel bolts: The hull is a single-part mold with the ballast (2,500 lbs.) dropped in after the hull and keel were fabricated. A layer of fiberglass holds everything in place. All in, the boat displaces about 5,400 lbs. In Commander models ordered with an outboard engine well (the majority), two lead pigs in the bilge compensate for the weight of the missing engine, which would have likely been an Atomic 4. Commander owners wishing for a livelier sailing experience often remove the pigs, with no ill effects save the boat becoming a bit more tender.

The deck is cored with end-grain balsa. Boats with lifelines are prone to deck rot if stanchion bases havent been re-bedded over the years. Removing the deck skin and replacing the core is time-consuming and expensive, though not necessarily a deal-breaker, especially for hands-on buyers.

In early Commanders there was no bridge deck. This made access to the cabin easier, but was eventually deemed unsafe and remedied late in the Commanders run, around hull no. 224. None of them have bulkheads between the aft lazarettes and the main cabin. Today this arrangement is generally frowned upon since, in the event of a broach, water can pour straight through an unsecured lazarette into the main cabin. Concerned owners add seals and latches to the lazarettes.

Replacing the original cockpit coaming boards – which serve as convenient backrests and keep water out of the cockpit-is harder than it looks. A surprisingly tough polysulfide bond awaits anyone lucky enough to remove the many screws that hold the coaming in place.

The Commanders mast-the same mast used on the bigger Triton- is deck-stepped with a compression post in the cabin that ultimately rests on the keel. The mast step on most Commanders is a wooden laminate with a cross-shaped cutout underneath to accommodate deck hardware. Wooden mast steps original to the boat, if not meticulously maintained, are often ugly, though not necessarily compromised. Replacements are no longer available. While they can be reproduced easily enough, quite a few owners have elected to machine new ones out of aluminum, the same material used by the Pearson yard in later Commanders.

The rudder is attached to the keel and hung on a bronze shaft. The blade itself is made of three pieces of mahogany through-bolted to the shaft and tied together with straps. While the rudders themselves have proven durable over the years, and fairly low-maintenance, prospective new owners should check the rudder bearings, shaft and shoe. Rudders have been lost due to failed shafts. When replacing a shaft, always use bronze to match the shoe and OEM tiller head.

On boats with brass seacocks in the bow-part of the original straight-in/straight-out head system (now illegal in most harbors)-be sure the grounding wires are still attached. At stake is the structural integrity of the exterior flange/strainer.

Many Commander owners remove the seacocks. Original turnbuckles are bronze/chrome. The stainless steel stays and shrouds, if original, should be inspected, as well as the chainplates. Over the years the backstay chainplate, in particular, has undergone much scrutiny. This is because its through-bolted to a small hanging knee thats tabbed to the stern, but not the deck.

Because of its location in the aft lazarette, where an outboard engine often resides, its also prone to having its fiberglass scraped off by an overly large motor, which can create a potential spot for water ingress. This, the free-floating aspect of the knee, and the structures relatively small size are the reasons some owners modify and strengthen this attachment point. That said, its location in the aft lazarette also makes the fix fairly straightforward.

The Commanders interior-settees, sink, cabinetry, etc.-is made of plywood taped to the hull. Done correctly this provides a strong internal support structure, and gives the Commander owner ample leeway for home-spun modifications. While proper building specs were generally followed at the factory, such as peeling the plastic laminate on the hull where plywood is taped for better adhesion, the aesthetic result isn’t always perfect. Wrinkled cloth and frayed edges are fairly common. The interior trim and cabin sole are teak; the bulkheads and cabinetry are covered in a faux-teak plastic laminate. The laminate itself has proven remarkably durable over the years, but just try getting paint to stick; extensive sanding and prep work is de rigueur.

The straight-in/straight-out original head is located below the v-berth, and the boats water tank, as well. Forward of the v-berth is the boats anchor locker, which is accessible only from this space (theres no hatch on deck). Headroom below is 51. Again, think Spartan. The good life is topside. Below, for the most part, is for sleeping or getting out of the rain.

Performance

Life in the Commanders cockpit is good . . . unless, of course, youre motoring. The clamshell vents on the aft lazarette don’t adequately ventilate the engine, which means that most of your motoring must be done with the hatch open. Close the hatch, and your motor is soon gasping for air. Novel ways have been created to introduce more air to the lazarette, or to pipe exhaust outboard, all in the name of peace and quiet. Its not just an issue for the Commander; most boats with outboard engine wells suffer the same problem. The solution is to sail more and motor less – to put the auxiliary back in auxiliary engine.

Backing the Commander down can be squirrelly due to the outboard motors proximity to the rudder and the boats full keel. Physically turning the motor in the direction youre trying to go, as though on a dinghy, helps. Moving forward under power, while using this same technique (turning both the rudder and motor in the same direction), allows you to turn the boat in an extremely tight radius. A modern 6-hp outboard will push the Commander at hull speed in light conditions.

Because of the Commanders narrow beam she might, at first, seem tender. But then her high ballast ratio kicks in and she settles down nicely, even in a fairly strong breeze. According to one former Commander owner, Antonio Rico, who sailed his Mephisto Cat in San Francisco Bay when he lived there, Commanders are stiff and heavy — they love a good blow! The breeze in San Francisco Bay is consistently 25 knots and I was among the last to reef the main, though I didnt have to very often. That said, the Commander has low freeboard, so going upwind they do keep you quite moist.

And, of course, once the boat starts to heel, its long overhangs are immersed and the waterline increases, thereby improving theoretical hull speed. The Commanders displacement/length ratio of 360 puts the boat in the very heavy category. However, in a seaway she wont bounce like many modern yachts her size, and thanks to her full keel she tracks as though on rails. Her 16.8 sail area/displacement ratio is good enough to keep her moving in a light breeze, especially with a large headsail.

As on many Alberg-designed boats, the Commanders mast is well forward and the main is large. In a blow, to prevent weather helm, the prudent sailor reefs the main before reducing headsail.

After Carl Alberg himself, Zoltan (Gyurko) Istvan is probably the most famous former Pearson Commander owner. His trip in the 1990s from California to Greece on The Way, took him across the Pacific and the Indian Oceans, up the Red Sea, and into the Mediterranean. In the Pacific he survived a mid-ocean storm, and off Vanuatu he bounced across a large reef (twice), the boat not much worse for wear. Several Ariels–the cruising version of the Commander-have made long ocean voyages, at least one each to France, Australia and to Hawaii and back from California.

This is not what the Commander was built for, of course. Its far more at home in coastal waters, where Alberg sailed his Alma , or in an enclosed space like San Francisco Bay, with wind enough to spare. A decent Commander can be bought for as little as $1,000; one thats been meticulously gone over and properly outfitted? Expect to pay no more than $6K.

Commanders are simple, easily modified, fun to sail, and still-after all these years-capable of turning heads. As such, fans of full-keeled designs from the 60s might give the Commander a look, or anyone on a budget looking for a plucky little daysailer.

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• Sailboat Guide

Alberg 30 is a 30 ′ 3 ″ / 9.2 m monohull sailboat designed by Carl Alberg and built by Whitby Boat Works Ltd. between 1962 and 1987.

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 :

“A legend in it’s own time”, that’s the description John Vigor made about the Alberg 30 in his book Twenty Small Sailboats to Take You Anywhere . And indeed the Alberg 30 has garnered a huge following with an active community of owners in North America. It’s an unmistakably traditional boat with long overhangs, a narrow beam, and a full cutaway keel-attached rudder, a design harkening back to the early 60s that’s forgiving to sail and seaworthy enough to cross oceans. This 30-footer has many circumnavigations to its credit, perhaps the most notable being that of Yves Gelinas, who made an award winning film of his circumnavigation in Jean du Sud .

The Alberg 30 story began, when in 1961, a bunch of Scandinavian style folkboat owners from Toronto’s National Yacht Club got together and approached Whitby Boat Works to design and build them a boat that was bigger. For the design, Whitby Boat Works in turn approached Carl Alberg (1900 – 1986), at that time one of America’s leading yacht designers.

The brief that was given to Alberg was for a boat built from fiberglass that would sleep four. The configuration had to have a full keel, a practical cockpit, and an interior that had full standing headroom interior and a decent galley. The boat that resulted was the Alberg 30 which was introduced in the following year of 1962.

While the boats were being built a group of sailors from Washington DC inspected the Alberg 30 at Whitby Boat Works and left with firm orders for 15. Another group from Annapolis left with orders for 12, the production run continued into what has become a one of the longest runs on record tallying over 750 boats through a 22 year period. Today Alberg 30s can be found scattered over all parts of the world, but mainly concentrating around North America and particularly in Chesapeake Bay where a vibrant owners association has approximately 250 members.

Boat Configuration

The Alberg 30 is classic design from the 1960s period when many boats were transitioning from wood to fiberglass construction. Narrow beam, low freeboard, large overhangs, and a full keel with a cutaway on the forefoot and a rudder directly attached were the order of the day. When looking at the history of how the boat came to be, it’s not surprising the design is heavily influenced by the Scandinavian folkboat style, Carl Alberg himself being a Swedish born American.

By modern standards the boat’s narrow beam and low freeboard means the insides will seem extremely small and cramped however this traditional approach to seaworthiness pays dividends in rough seas with a hull that is ultimately stable and seakindly.

Berths accommodating a crew of four are divided into two areas, two in the v-berth, and two in the main saloon area. In between is the head.

The galley is situated in the well vented space at the back of the saloon below the companionway where the cook can be a part of the social happenings outside in the cockpit when under anchor.

Construction

The boats are solidly built. It was a time when fiberglass was the new wonder material and pioneering a new material meant construction was pretty conservative. That translated into lots of glass fiber and lots of resin. The fiberglass was hand laid and polyester resin was used. Early decks were cored with Masonite , which gave way in favor of balsa after 1970.

The mast is deck-stepped and supported originally by a laminated wooden beam on early boats, which over the years have proven to be a weak point. Boats produced from 1970 changed over to an aluminum beam encased with fiberglass. It’s not uncommon to find early boats to have been retrofitted with aluminum supporting beam.

Though the original design by Alberg called for lead ballast, the boats were instead produced with iron ballast encapsulated inside the keel cavity. This resulted in early boats being quite tender and more ballast was added to subsequent production to correct for this.

The Alberg 30 has been described as a forgiving boat to sail. In its day it would have been considered a relatively quick boat, being designed to be raced under the Cruising Club of America racing rules, but don’t expect modern day performance. The boat will not point particularly high to windward, the best point of sail is reported to be a beam reach to close reach. Expect some amount of hobby-horsing.

As conditions get rougher, the Alberg 30’s seaworthiness starts to shine, with its narrow beam the boat tends to slice through the waves where modern designs which favor beaminess and high freeboard will get thrown around. In more extreme conditions, the classically seaworthy design is well suited for heaving-to or laying ahull without complications.

Buyers Notes

Advice can be sought from the active community of owner associations. Particular areas for inspection are listed below:

• Check the support under the deck-stepped mast for signs of delamination. Pre-1970 models were of laminated wood, check for signs of cracking.
• Its been reported the forward lower shroud chainplates are not well supported and should be inspected closely for signs of movement or stress.
• Check the deck for delamination as well as signs of rot in the coring (creaking sounds).
• On older boats, the heel fitting on the rudder may be worn.
• The rudders on the earliest boats were reported not to be strong enough with the internal reinforcing parting from the fiberglass.

As of 2010, the asking price of Alberg 30s generally range from $15k-$30k USD depending on their condition as much as their year of build. There are the odd examples that are asking much higher prices having undergone very extensive rebuilds and presenting themselves in “as new” condition.

Links, References and Further Reading

• Sailing Magazine, Apr 2002, Used Boat Notebook
• BoatUS,  Alberg 30 review by Jack Horner
• The Alberg 30 Association,  Information, reviews, photos and more
• Twenty Small Sailboats to Take You Anywhere by John Vigor , (Ch1, p1-6) an in depth look at the Alberg 30. ISBN:978-0939837328

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37' Whitby Alberg MKII

• Sale Status Sold
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Yacht Price

1980 37' whitby alberg mkii | 37 ft., us$ 25,000   /  price drop: us$10,000, description.

Time Passage gets compliments everywhere she goes, from the fuel docs to the marinas. She is a 1980 Whitby 37 Mark II Sloop designed by Carl Alberg. Sailing enthusiasts appreciate the Alberg 37 for its impressive performance under sail.

The Whitby Alberg 37 is renowned for its sturdy construction and seaworthiness. Crafted by Whitby Boat Works in Canada, this vessel is built to handle a variety of conditions, providing both safety and comfort for extended voyages. Whether you're navigating coastal waters or embarking on an offshore adventure, Time Passage makes it ideal for both experienced sailors and those new to the sport.

Her first 33 years of life were spent in freshwater Great Lakes in Bayfield, Ontario. Following her sale in 2013, the boat was sailed single handedly from Canada, down the east coast of the United States, through the Panama Canal, and arriving in La Paz, Mexico in 2017. Time Passage has only had four owners over the years and has original paperwork, sale receipts, detailed maintenance records, and original owners manuals aboard. The current and previous owners have lovingly cared for the boat; her recent work includes hull paint, bottom paint, deck paint, interior paint and varnish, rigging, electrical, engine and transmission. This boat is ready to go!

Located right here in the heart of paradise and home to some of the world’s most renowned cruising grounds, La Paz, Mexico, the gateway to the Sea of Cortez. Dozens of beautiful anchorages, many with white sand beaches and all with crystal clear warm waters teaming with exotic sea life.

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• La Paz, BCS, Mexico

The Company offers the details of this vessel in good faith but cannot guarantee or warrant the accuracy of this information nor warrant the condition of the vessel. A buyer should instruct his agents, or his surveyors, to investigate such details as the buyer desires validated. This vessel is offered subject to prior sale, price change, or withdrawal without notice.

Financial and titling transactions are conducted in the US or Canada by licensed agents. An offshore purchase means great savings and the process is more hassle-free than you may think! Call for details.

Full Specifications

Speed & distance, recent upgrades.

- Binnacle repair and service - Full cleaning of water tanks and system - New impeller intake hose - Removed all dead system electrical wires throughout - Replaced water line from water pump to galley sink - Removed portholes, applied silicone to seal, and reinstalled - Fresh silicone on chain plates and stanchions - New silicone on hatches - New zincs under water line - Suzuki outboard motor serviced - New blackwater tank with new macerator pump, all new hoses and connectors - New Dyneema lifelines - Mast-top service and inspection - New windex (not yet installed) - Stays washed and polished - Rigging tuned - Winches serviced - New spreader lights - New steaming light - CPT autopilot installed and calibrated - Halyards pulled and inspected

- New Bronze Prop and New Shaft 1” Steel - New Clamps on shaft housing - New Pinch bolts - New packing gland - New Johnson Bilge Pump 2200 GPH (kept old as spare) - New Rocna Anchor, 20 KG - Two cushions refurbished - Two new house batteries - Impeller changed - Added Hinged Door to Electrical Panel (for quick access) - One Anchor Bridle added - One mooring line added - Samsung A7 tablet to run NAVIONICS w/GPS & Cell Chip - New macerator

• FRIDGE: low amp drawing Engel 35L fridge/freezer 2013 with backup battery for standalone operation
• FREEZER: Huge icebox storage. Old ice box refrigeration system has been removed. All copper pipes, shelving and wiring remains for easy reinstall.
• STOVE: Alcohol Shipmate 3 burner w/ oven
• SINK: Single

Navigation and electronics

• SSB: TECSUN (DC 12V charger. Portable or AC) great for offshore weather updates and cruiser nets.
• VHF1: Furuno FM-3000 VHF with remote connection at helm.
• VHF2:Portable Icom IC-M88 VHF 2014
• GPS: Samsung A7 (Navionics enabled)
• STEREO: Yes
• DEPTH SOUNDER: Furuno RD-30 depth, speed, and temp Triducer multisensor. Spare through hull forsecondary sounder up forward.
• KNOT/METER LOG: Yes
• WIND SPEED / DIRECTION: Yes
• AUTOPILOT: CPT Auto helm (Re-Calibrated 2023)
• PLOTTER: SIMRAD Cruise-9 inch chartplotter - new 2021
• COMPASS: PLASTIMO (plus handheld spare)
• CHART PLOTTER: Brand new Simrad
• BINNACLE: Whitlock wheel steering The binnacle on this Alberg37 has been shifted aft. It opens the cockpit up beautifully and frees space around the companionway for the pop-up table and operating the winches. Binnacle serviced and sured-up 2023.
• WINDVANE: Monitor new in 2013 with spare windvane and various pieces.
• BINOCULAR: OLYMPUS
• ANEMOMETER: Handheld
• HOUSE BANK: Two 150AH Optima Bluetop, 2022 with a total of 300 amp-hours
• STARTER BANK: Optima Redtop, 2021
• BATTERY MONITOR: Yes
• ALTERNATOR: Yes
• AC VOLTAGES: 110V
• DC VOLTAGES: 12V
• All circuits protected by circuit breakers
• SOLAR PANELS: 2x 110w side mounted, 1x 100w mounted on Bimini. Panels spread over 3 different solar controllers. supply more than enough power to never need to run the engine.
• SHORE POWER: 30amp shore power receptacle with 60' power cable and 15amp adaptor plug.
• All navigation plus some interior lights converted to LED
• New spreader lights and steaming light November 2023 (all LED)
• The electrical switchboard has been relocated to the port side, behind the chart table (a clever move, as the original location under the companionway hatch, is prone to water ingress).
• BILGE PUMP: Johnson 2200 auto. Spare: flojet portable bilge
• RAW WATER SEA STRAINER: 1
• FUEL FILTERS: Racor Water Separator and secondary filter
• FUEL SHUT OFF: Engines
• HEAD TYPE: Overboard
• PROPELLER: Bronze 13x14 LH
• STEERING: Shaft
• TRANSMISSION: New Reverse
• WINDVANE: Monitor

About the Engine (VOLVO PENTA MDIIC)

- Reportedly rebuilt in 2002, kept in fresh water until June 2013, and completely removed from the boat and overhauled in 2016.

- New engine room/bilge blower 2016 and new unopened spare.

- New custom stainless-steel exhaust elbow 2016

- Oil, fuel filters, impeller and thermostat changed April 2019

- Injectors and valve clearance checked and cleaned 2019

- Many original volvo spares, including spare fuel pump, spare water pump, oil fuel and air filters, gasket and seal kits, and fuse banks.

Deck, Hull and Tender

Deck equipment:

• ANCHOR: Rocna 40 lbs with 220 3 / 8 feet chain
• ANCHOR 2: CQR 35 lbs with 10 feet chain
• ANCHOR 3: Danforth
• WINDLASS: Muir VRC 850 (electric motor new 2016, New flush mount deck controls 2014. New cockpit remote control not installed, Serviced November 2023)
• NAV LIGHTS: Yes (NEW LED 2023)
• SPREADER LIGHTS: Yes (NEW LED 2023)
• DECK LIGHTS: Yes (NEW LED 2023)
• LIFELINES: Yes (NEW 2023)
• LADDER: Swim (3)
• DECK MATERIAL : FG
• OTHER : Bimini top, sun shades for entire boat and dodger
• GRILL: Magma stern rail mounted barbecue to be used with with disposable gas bottles
• West Marine Avon 8’ inflatable with removable floor
• Engine: Suzuki DF 2.5hp (new SEP 2013, serviced November 2023)
• Exterior hull and deck resprayed in 2019 with DuPont polyurethane. The hull had 4 coats and the deck had 2 coats.
• Below waterline was completely sanded back in July 2013, including rudder and shaft removal. Full application of Interprotect Epoxy coating. Z Spar antifoul applied 2022

Sails & Rigging

• MAIN: NORTH SAILS Dacron (8oz) fully battened new 2007 w/ 3 reefing points.
• GENOA: NORTH SAILS Dacron (8oz) 110 Genoa new 2007 and FOGH #L1 Genoa
• TYPES OF SAILS: NorthSails
• WINCHES: Winches: 2x Barlow #27 two speed self-tailing, 2x Lewmar #40 two speed, 4x Lewmar #10 single speed, 2x Lewmar #8 single speed. All regreased regularly, and pawls changed.
• PREVENTER / BOOM BREAK: Yes
• MAST: Aluminum keel stepped
• STANDING RIGGGING: 1/19 stainless-steel 9/32 swaged shrouds in excellent condition. Forestay and backstay werereplaced with 5/16 SS wires in May 2016, with Sta-Lok terminals. Wire spliced main halyard plus new spare halyard ready to be used.
• LINES LED AFT: Yes
• SPIN POLE: Yes
• WHISKER POLE: Yes
• ROLLER FURLER:Shaefer 1100 - stripped down and serviced during 2016 forestay replacement.
• DODGER: W/Tenara stitching
• BIMINI: Replaced in 2015
• LINES: dock lines, backup halyards, a spliced mooring pendent, and a spliced anchor snubber line, as well as sewing and whipping material.
• EPRIB: ACR Global Fix Pro 406, 2014
• BEACON: ACR PLB 350c 406 personal locator, 2014
• LIFE JACKETS: 2x Kru falcon 275N Lloyds approved (inflatable)
• FIRE EXTINGUISHERS: 2x USCG approved (powder).
• LANYARDS: 2x new SOSpenders
• HARNESS: 2x H.Y.E.
• FLARES: YES
• LIFE RING: YES

Fishing and spearing

• REEL: 1x Penn international V 30VSW 1x Shimano TLD25
• ROD:2x Penn igfa 30lb rods 1x Ugly Stick
• ROD HOLDERS: 2x Stainless steel
• Gamble belt
• Approximately 20 large skirts and lures
• Assorted tackle
• Bahamian hand spear
• Snorkels and fins
• 5x 5-gallon water jugs
• 3x 5-gallon diesel can
• 1x 5-gallon gas can
• All through hulls and seacocks have been changed to ball valves and are of excellent condition.
• Jabsco manual head with Y valve selector for overboard or holding tank discharge. Including
• spares for every part of the head.

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• 011526121231948
• La Paz, BCS, MX 23000

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