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- Sailboat Reviews
One of Carl Alberg's most successful boats, the Alberg 30 enjoyed a production run of a quarter-century.
The Alberg 30 was in continous production from 1962 until 1987, an impressive run of 25 years. Made the entire time by the original builder, Whitby Boat Works, production was down to a trickle towards the end of the run: only three Alberg 30s were delivered in 1984, for example.
No other sailing auxiliary that we know of has a production record of that duration, the previous record belonging to the old Tartan 27 that was introduced in 1961 but discontinued in 1979.
During those 25 years, over 700 Alberg 30s were built with virtually no substantive changes: boats built 30 years ago can race one-design with 30s built at the tail end of the run.
The designer of the 30, Carl Alberg, most successfully made the early transition from wood to fiberglass boat design. His 28′ Triton for Pearson Yachts is credited with starting the boom in fiberglass auxiliaries (1958).
A series of Alberg designs have been the mainstay of the successful line of Cape Dory Yachts since the early 1970s.
The Alberg 30 is an adaption of a 30-footer Alberg designed for San Francisco Bay and was first built in response to a request by some Toronto sailors for a cruising auxiliary that could be fleet raced.
By the time the first boat was built, a large group of Chesapeake Bay sailors had also commissioned a fleet. Today those two areas are still the hotbeds of Alberg 30 ownership with more than 100 boats represented in the Toronto association, almost 200 in the highly active and enthusiastic Chesapeake Bay association.
Price of the first 30s was $10,000 delivered and reasonably well equipped; 25 years later the “base price” of a 30 was about $45,000 Canadian, or $34,000 US at the time.
A Close Look At The Boat
Clearly the Alberg 30 is anachronistic. Her low freeboard, long overhangs, narrow beam, low aspect rig with long boom and short foretriangle base, broken cabin profile are clearly vintage, harking not just from the time of early fiberglass, but of the previous era of wood. So too is her accommodation layout: settee berths, ice box top doubling as a chart table, jammed head, and split galley.
Yet a demonstrable demand has endured for such “old fashioned” boats on both the new and used boat markets.
Owners of boats of this heritage accurately perceive that they are ruggedly built and seaworthy. At the same time, with their moderately heavy displacement and large wetted surface, they are relatively sluggish performers and, because of their short waterline lengths and narrow beam, cramped for space compared to more modern boats of comparable overall length and/or displacement. Similarly, with their relatively slack hull sections and narrow beam, they seem quicker to heel than the more initially stable modern hull forms, although at about 20 degrees they firm up reassuringly. Ballast is encapsulated cast iron.
The Alberg 30 is well built, modestly finished, and so-so performing. Owners report a remarkable absence of structural problems that cannot be attributed to normal wear in a vintage boat. The finish and decor of the boats has undergone routine upgrading during the long production run, reflecting the changing marketplace and styles, although the 30 has never been considered to have an elegant or even especially “yachty” decor. Plain oiled teak has been commonly used topside and below, though earlier boats (pre-1970) had the more fashionable, at that time, mahogany .
Performance of the Alberg 30 has systematically suffered by comparison with newer boats introduced over the years. At an average PHRF base rating of 220, the 30 may be equated with such full-keel kin as the 28′ Triton (245), the Seawind 30 (240), the Bristol 29 (225), the 32′ Vanguard (230), and the redoubtable Tartan 27 (235). At the same time, the maintenance of the one-design standard of construction and absence of major changes permits excellent fleet racing as a class.
Although changes during the production run have been minimal, they are important to the prospective buyer. These include a variety of engines and, in 1969-70, the adoption of a fiberglass interior liner as well as some changes to the cockpit. The original engine in the 30 was the Graymarine 22 hp, followed by the Atomic Four, the 10 hp single cylinder Bukh diesel, the more powerful Volvo Penta MD7A and finally the Volvo 2002.
The Gray and the Bukh reportedly are shy of adequate power for the 30 as well as not being easy (or cheap) to get parts for. The Atomic Four, as dependable as it is, should be getting close to the end of its expected life span; repowering with the Universal diesel should be feasible, though not inexpensive.
The changes in 1970, as much the result of tired tooling as of inherent drawbacks, did away with a cockpit access to the icebox (a “beer box” that melted ice at an unconscionable rate), improved the nonskid deck pattern, replaced teak plywood hatch covers, changed the hull-to-deck joint, added a seahood for the companionway, and provided the winch bases with a molded recess for handles. The wood coamings remained.
Below, per the fashion of the era and production economy, the interior became a molded component, although the most recently built boats have more teak trim.
What To Look For
With a boat as fundamentally solid, built for as many years, as the Alberg 30, prospective buyers should feel a warm confidence in her structural soundness. The major areas of concern are the condition of her engine, rig, and cosmetics. On the basis of owner input, we’d especially check the following:
• Some rudders on earlier boats failed, the strapping pulling away from the glass laminate. It should be checked regardless of the age of the boat. Rudder bearings have also become worn on older boats, resulting in a discomforting amount of play. The gudgeon and/or the heel fitting may need bushing. On tiller-equipped 30s the tiller head fitting is subject to wear as well as cracking.
• Perhaps the weakest part of the 30 may be the forward lower shroud chainplate fillet: a number of owners report having them enlarged and reglassed. This seems to have occurred as a gradual failure that can be anticipated; creaking and signs of separation from the hull give prior warning.
• Any engine, but particularly those in older 30s, should be carefully examined prior to purchase of a boat, not an easy task since engine accessibility is not good. The original galvanized steel gas tanks have a history of eventually rusting through; optiminally they should be replaced with ones of greater capacity (original gas, 22 gal; present for diesel, 12 gal) but this is not easy in the existing space.
• All the equipment should be checked. This includes the stove and head, but it particularly applies to the rig and deck hardware. The same mast and boom have been used on the 30 since its inception. However, earlier boats had wooden spreaders that, if original, will undoubtedly need replacement. Similarly, roller mainsail furling was standard and should have been replaced with slab or jiffy reefing (important given the 30’s large mainsail and initial tenderness). Rigging swages should be meticulously examined as should tangs and spreader bases. In cases of doubt, attachments should be removed to check the condition of the spar underneath.
Given the age of many of the Alberg 30s as well as the active racing life many have undergone, owner replacements of original equipment and upgrading seem commonplace. If done to quality standards, such work has much to recommend itself to buyers.
Price—The Bottom Line
Getting a handle on how much a buyer should expect to pay (or a seller to ask) for an Alberg 30 is difficult. About half the boats are concentrated in areas where there are strong, active owner associations. Indeed, most of the boats bought and sold in those areas are to some degree transactions involving the associations. This is decidedly to the advantage of buyers in those areas in that there is a readily available list of boats on the market, absence of broker involvement (and brokerage commissions), and a promise of continual efforts to maintain the value of the boats. For buyers outside of those areas, we find that 30s can be bought for lower prices.
Clearly the upgrading that took place about 1970 (hull #410) has increased the value of those boats, even though the changes were perhaps more textural than substantive.
At the same time, buyers must consider the relative differences in auxiliary engines as well as the question of whether a lined hull is preferable to an interior of joinerwork.
Given the lack of real difference between the various model years, we’d look for an older boat in above average condition and save a few thousand dollars.
Conclusions
Clearly and simply, the Alberg 30 is not a boat for everyone. A buyer has to be willing to compromise on the 20% to 25% less interior space in this boat, compared with more modern 30-footers that are just as readily available at a comparable price.
At the same time, not many 30-footers old or new seem as basically seaworthy and rugged as the Alberg. Add to these decided appeals the 30’s traditional (pleasing) appearance plus the benefits of highly active, albeit localized owner associations, and the result is a boat that should appeal to a moderately large number of prospective buyers.
In buying an older boat we’d budget some refurbishing and upgrading on top of the purchase price. The boat lends itself to being retrofitted with wheel steering, good sails, polyurethane restoration of the gelcoat, some improvement to the interior decor, etc. If not done already, replacing an original old engine, improvement of the galley, and adding some amenties would make an older 30 a better boat.
RELATED ARTICLES MORE FROM AUTHOR
Would this be a good boat for a solo trip around the Pacific for an inexperienced sailor?
This boat has been circumnavigated single handed by a number of individuals. The most famous is Yves Gelinas.
My friend Terrell Adkisson circumnavigated in Altair (#575) in 1975-1978. That was a big influence on my decision to buy La Brisa, (#579) which I sailed on the Gulf Coast for ten years. I would point out that the Hinckley Bermuda 40 had even a longer production run from 1959 1991- though with less than half the number of boats built.
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First impressions The Alberg 30 bears the unmistakable signature of Carl Alberg, a look evident in so many boats from this period, including the Pearson Triton, Bristol 27 and Alberg 37. The look, which was modern in its day, is now considered traditional, at least when defined in terms of fiberglass boats. The long overhangs, springy sheer, low freeboard, cutaway full keel with an attached rudder, narrow beam, stair-stepped cabintrunk and moderate sailplan are trademark Alberg. It is safe to say that the Alberg 30 traces its roots to the Scandinavian Folkboat, as most of Alberg's designs do, and the hull shape represents the transition that was taking place as builders switched from wood to fiberglass construction. The Alberg 30 may not be the quickest boat afloat, especially in light air, but don't be misled by the specs. With slack bilges and just 8 feet, 9 inches of beam, the boat is initially tender. The short waterline increases as the boat heels and the Alberg 30 finds its stride when other boats are being overpowered. The boat has a seakindly motion, although it can hobbyhorse in a seaway. The Alberg 30 is a proven blue water cruiser; indeed, Yves Gelinas circumnavigated in one by way of Cape Horn in his Alberg 30 Jean de Sud.
Construction Most Alberg 30s have held up very well over the years, a tribute to Whitby's solid construction. There was nothing fancy about the building process, but like other early fiberglass boats, there was no shortage of material used in the 30's hull and deck. The hull is hand-laid, solid fiberglass bonded with polyester resin. Early decks and cabintrunks were partially cored with Masonite, while those built after 1970 used more common balsa coring. Early boats used a laminated wood beam to support the mast, while later boats were fitted with an aluminum beam encased in a fiberglass liner. Later boats also incorporated a fiberglass pan for the cabin sole and as a base for the furniture. Whitby made similar changes in its other successful Alberg design, the 37. The ballast is iron, encapsulated in the keel cavity. According to some reports, Alberg specified lead ballast and a few of the earliest boats were quite tender until extra ballast was added.
What to look for Like any boat, there are a few items to watch for when inspecting used Alberg 30s. Unlike other boats, however, the Alberg 30's flaws have not only been well documented by respective class associations over the years, but solutions to the problems are just as well documented. If you are looking at a pre-1970 boat, for example, be sure to check the wooden mast support beam. The beam may well be cracked after years of flexing under load, and it is not unusual to find a retrofitted aluminum plate to beef up the support. Be sure to probe around on deck to see if depressions are evident around the maststep. Deck delamination is another problem to watch for, so carefully sound the decks, listening for the telltale creaking sounds that reveal rot in the core. Again, this seems more common in older boats, and don't overreact to a bit of deck delamination as almost every old boat has it to some degree. Another common problem is the attachment of the forward lower chainplates, which are not well supported belowdecks. In fact, Jean de Sud lost her mast in the Pacific when a chainplate pulled out. Naturally, be sure to inspect all the components of the standing rigging, including the chainplates themselves, which can be bent and fatigued after years of hard use. The type of engine may influence your buying decision since the need to repower the boat will certainly skew your budget. In fact, adding a new diesel can cost almost as much as the boat itself when you include the cost of installation. The earliest boats were fitted with 22-horsepower Gray Marine gas engines. Most Alberg 30s, however, came standard with a 30-horsepower Universal Atomic 4 gas engine, the workhorse of the industry for many years. Some of the later boats came with diesels, either a single cylinder Bukh or a two-cylinder Volvo.
On deck The Alberg 30's cockpit is fairly large and the seats are long enough to stretch out on. There is good leg support on either tack, but the mahogany coaming board does get you in the small of the back after a while. Tiller steering was standard, and while there must be some wheel-steered 30s, I haven't seen one. There is a stout bridgedeck, typical of all Alberg designs. Circumnavigator Gelinas notes that he can fit two folding bikes in the cockpit lockers. There is also a lazarette astern. The boat can be wet when sailing upwind and a spray dodger is a useful addition. Like many CCA-influenced designs, the Alberg 30 has a long boom and the mainsheet features end-boom sheeting, usually led to a traveler aft of the cockpit. It's likely the sheet winches have been upgraded, although it isn't necessary as the headsail loads are not overly heavy. The 30 is not a close-winded boat and the headsail tracks are on the rail to clear the shrouds. The single-spreader sloop rig carries 410 square feet of sail, with more than half of that area in the mainsail. The lifelines and low stanchions are not designed to keep an adult from going overboard, but there are teak handrails on the raised portion of the cabintrunk. The nonskid may be worn, and if the decks have been painted they may be slick when wet. The mooring hardware is more than adequate.
Down below The Alberg 30's interior seems incredibly small by modern standards-it isn't much of a stretch to say that there is more room in a new Hunter 260, heck maybe even the 240. But then of course, the comparison is absurd, since the Alberg 30 is a completely different animal. The interior arrangement is straightforward, and nobody will ever accuse Alberg of resorting to gimmicks. There is a V-berth forward with an enclosed head aft to port with a hanging locker opposite. The saloon has settees port and starboard and a clever portable dining table mounted on an aluminum Z-shaped leg. When not in use, the table stows over the V-berth. A small galley is to starboard, usually with a single sink facing aft and a two-burner stove next to it. A good-sized icebox is located to port and early boats had an access hatch from the cockpit. The interior may be small, but the workmanship is good, and it has a snug feeling to it. The large saloon ports keep it well lit although the ventilation usually consists of only the forward-opening deck hatch, which of course is usually secured when under way. There is a lot of storage, with drawers and lockers throughout.
Engine As mentioned earlier, the first boats were equipped with a 22-horsepower Gray Marine gas engines (the infamous Sea Scout). Early on, however, the standard engine became the Universal Atomic 4, which can still be found in many boats. Bukh and Volvo diesels were used late in the production run. Efficient motoring and engine access were not priorities in most Alberg designs, and the 30 is no exception. The engine is accessible from behind the companionway, although not particularly friendly to work on. The stuffing box, on the other hand, takes a contortionist and a special set of wrenches to change the packing, making the 30 a prime candidate for a dripless stuffing box. I would push a boat with a newer, refit diesel to the top of my list when searching for a used Alberg 30.
Under way Older boats that maintain loyal and active followings invariably share one key trait-they sail well. The Alberg 30 is easy to handle, will stand up to a blow and has a nice motion. The boat balances well with the main and working jib, although weather helm can be an issue when flying a genoa. All owners agree that the 30 sails best when the main is reefed early because of the initial tenderness. A rule of thumb is change or furl the headsail to keep the decks clear of water and then hold on for the ride. The Alberg 30 is designed to sail on its ear, yet the boat feels incredibly solid in the water. The old line about sailing on rails is most apropos. Gelinas, who by the way is the manufacturer of the well-respected Cape Horn self-steering vane, has owned Jean du Sud for 27 years and has logged some 50,000 miles. He notes that the boat's hull shape has a great motion at sea, although he too suggests that you reef the main early. Gelinas dispensed with his Atomic 4 engine to free up storage space, and even today only uses an outboard perched on the stern for the rare times he finds powering necessary. Conclusion With prices ranging from just over $10,000 to around $25,000, it's easy to see why the Alberg 30 is an enduring favorite. It's an ideal boat for families wanting to test the waters of sailing, or for singlehanders and couples looking for an inexpensive but capable boat for cruising. Another alluring feature of the Alberg 30 is that with the right trailer and SUV it can be hauled by road to out-of-the-way cruising grounds. "To me the Alberg 30 is very close to the ideal boat: solid enough to sail around Cape Horn but small enough to carried on the road to the cruising ground of my choice," Gelinas said.
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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.
- 9 / 17 Bayfield, ON, CA 1969 Alberg 30 $25,000 USD View
- 10 / 17 Bayfield, ON, CA 1969 Alberg 30 $25,000 USD View
- 11 / 17 Bayfield, ON, CA 1969 Alberg 30 $25,000 USD View
- 12 / 17 Bayfield, ON, CA 1969 Alberg 30 $25,000 USD View
- 13 / 17 Bayfield, ON, CA 1969 Alberg 30 $25,000 USD View
- 14 / 17 Bayfield, ON, CA 1969 Alberg 30 $25,000 USD View
- 15 / 17 Bayfield, ON, CA 1969 Alberg 30 $25,000 USD View
- 16 / 17 Bayfield, ON, CA 1969 Alberg 30 $25,000 USD View
- 17 / 17 Bayfield, ON, CA 1969 Alberg 30 $25,000 USD View
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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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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Pearson Triton Vs. Alberg 30
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hello, im most likely a year or two away from owning my first boat. i am planning on the most circunavigation and the least the med or carribean for a year. depending how confident i am in the boat/my skills/money available. i plan on living on the boat during the summer months and working on it in the winter. so the two boats that have really drawn my interest is the Pearson Triton and the Alberg 30 because of thier construction, blue water capabilities, single-handing capabilities, and classic lines. Also because they are both on the small size for bluewater boats so the cost of owning should theoretically less. Now to my question. if it was you, would you either spend the 20-25k on a good Alberg 30 and make 5k of changes or buy a 10-15k on a decent Pearson Triton and put 15k into the boat?. would the added space that the 2 feet gives you make a huge difference? I have would like to spend at most 30k so i can maximum the amount of time i can spend offshore. -kai
You would not go wrong either way. Go with the Alberg, you'll enjoy the extra room.
Without addressing which boat is "best" or even if it is appropriate for you or your intended use: when you are talking real blue water cruising, all other things being equal, the bigger the boat, the "better". More room for stores, fuel, water, living space, etc. That being said, I think you are almost always better off buying the boat that is closest to sail away conditition for your intended use. Btw, I absolutely love both of your choices; they are classic Alberg designs. But beware, neither was desinged or built for the open ocean; also any one you find will likely be 40 plus years old. This means that unless you luck out and find a model that already has been upgraded and modified, your new boat will need significant work to be made ocean-ready. fwiw, I have never sailed on an Alberg 30, but I have heard that they have control issues sailing downwind. Not what you want when thinking of tradewind sailing across the Carribean or Atlantic.
$25K seems like a lot for a 30+ year old boat. It should be pristine and ready to go far for that much. With that budget, you may be able to add an Ericson to your list. The Ericson 30 is a direct descendant of the Alberg 30. You may find a 29-32 in that range. good sailing
What years ? I'm assuming your referring to the full keel Triton, I beleive the last year it was made was 1967. The Alberg was first made in 1962, I don't know when it was last produced. There is a thread here somewhere that discusses LOA-LWL (overhangs) with a lot of comments by Jeff H. I would read it before buying one these boats for serious offshore cruising. However if your heart is set on one I hope you find a good one. The thread is in sailboat design forum.
I'd go with the Alberg... but if you can find a Southern Cross 28 or 31 it might be a better choice, since they're far newer than the Alberg or Triton IIRC.
I'm not too sure that I would consider either of these boats too bluewater..not that they are likely to fall apart in heavy seas, but that they would be uncomfortable and miserable at sea. Both have very little freeboard, poor handling and little space below. I vividly remember sailing a Triton back across Buzzards Bay in a bit of a breeze off the beam, very active steering with armloads of weather helm. After those two hours, both arms were sore for a week. Not to diminish the joy of a dream, but buy yourself a Tartan 30 and go in comparative style and comfort.
Triton. Get a survey first. Pretty spartan, but will take it if you can. Both are Carl Alberg-designed boats. Both will keep you safe if you sail safe.
I am not very familiar with the Alberg 30. However, I am fairly familiar with the Pearson Triton and highly recommend it. May I direct you to the site Atom Voyages | Voyaging Around the World on the Sailboat Atom with James and Mei , if you have not already. This gentleman has completed two circumnavigations with his Triton. They are very seaworthy boats however I would recommend you install a stays'l if the boat does not have one already. -Spencer
I personally wouldn't want to go offshore in either boat. While both are solid boats, my limit would be something 35+ feet, preferably 40+. Your prices seem high for both boats. These are 40 year old boats! I would think either should be available for $10K or less. A very good friend sold his Triton a few years back for $5,500. Figure on spending at least $10K or more to get them up to snuff. Did you consider an Alberg 35? Same pedigree, but closer to the size I would consider a minimum for going offshore.
JimsCAL said: I personally wouldn't want to go offshore in either boat. While both are solid boats, my limit would be something 35+ feet, preferably 40+. Your prices seem high for both boats. These are 40 year old boats! I would think either should be available for $10K or less. A very good friend sold his Triton a few years back for $5,500. Figure on spending at least $10K or more to get them up to snuff. Did you consider an Alberg 35? Same pedigree, but closer to the size I would consider a minimum for going offshore. Click to expand...
dog- thanks for the idea ill have to look into the southern cross 28 and 30. i assume the 30 would be more desireable. VA- yeah i have read that blog. thats what got me very interested in the Triton. The boat just looked so rugged and still has the classic lines. CAL- well if i could get either boat that cheap i could put 15-20 to restore it to its former glory. is the Alberg 35 easily single handed? -kai
Kai- They didn't make a SC 30, but a 28, 31, 35, 37.
SDog- Wow i just looked at some picuters of a sc28 and a sc31. They look like very solid bluewater boats. The SC28 looks like it would be in my price range, unless i found a SC31 cheaper. How does the SC28 compair to the Triton and the Alberg30 is size, capabilities, storage space, water tanks? -kai
The SC28 is a bit smaller than an Alberg 30 and fairly comparable to the Triton in terms of size. As for capabilities, all three are fairly capable boats, the limiting factor generally being the captain and crew. Many of the Southern Crosses were factory built, owner finished, so their interior plans can vary quite a bit, as can the stowage and tankage. It depends on which particular Southern Cross you're looking at. Two more possible boat swould be the Albin Vega or the Albin Cumulus.
To give you a better idea of what would be involved in your quest, check out Pearson Triton #381 Glissando | Restoring, Maintaining, and Cruising a Plastic Classic on the Coast of Maine Good luck! Ed
And while what tanya did was amazing, daddy flew over 3000 miles with new sails, again with engine parts, she went over 3 months without lights or power, (or some such silliness).. what I'm saying is it wasn't all sunshine lollipops and rainbows...
Yes, and much of that was due to her inability to fix a diesel engine and her somewhat inept mechanical and electrical skills.
sail area -disp. If the OP is interested in sailing ability. Trident 16.76 Alberg 30 15.21 SD's boats Southern Cross 28 16.01 31 13.96 According to that the Trident wins. If the OP likes Pearsons and would. accept a fin keel. The widely available Pearson 30 might be good choice. 17.41 and also only 5 feet difference between LOA and LWL
does anyone think that the triton could be rigged with a double head sail? i was reading up about the benefits of a double head sail setup for offshore sailing in light winds and heavy. just a thought. -kai
Pearson Triton Yes, the Triton can be rigged with a double headsail . . . but the advantages won't outweigh the effort. The exception would be the Triton yawl and a short storm jib on an inner forestay for very strong winds flying jib & jigger. Flying a double headsail to windward wouldn't gain you much; but downwind in light airs it might. I'm recently divested of a 2000 Catalina 34 that I consider a coastal sailer at best. My wife and I are currently looking at a 1960 Pearson Triton yawl that I would daresay is much more a bluewater boat. This is a $3,000 boat that will likely require another $25,000 to bring it back to proper shape. Nasty, but what current 28 foot boat can be had for $28 with the pedigree of the Triton? IMHO it's a redoubtable two-person long-range cruiser. Check out Daniel Spurr's "Upgrading the Cruising Sailboat" (much about his Triton - from the editor of Practical Sailor) and Google Jim Baldwin (two circumnavigations in a Triton named "Atom"). There's a lot to be said for renovating or reconditioning a Triton. The Alberg 30 is 5% more boat in every dimension, but almost identical in every ratio. Charlie P.
As someone who loves his Triton I would say Alberg 30. That extra 6 inches of beam and slightly more freeboard make a big difference as far as interior volume. Once you get a chance to compare you will know what I mean. In most other respects the boats are identical. I personally think the Triton is slightly more beautiful and I like the look of the 7/8ths rig. And yes, you can rig them for double headsails. Might be more efort than they are worth though. More importantly though, 'fixing up' a boat to go cruising can quickly get out of control. Having fallen into the big rebuildling project myself, my advice is to buy the best boat that is ready to go now that you can afford. Fixing up boats is like tap dancing over quicksand. You can find yourself up to your neck in trouble all too quickly. I love rebuilding boats. But it isn't the best way of getting underway quickly. As far as choice of blue water cruisers, you can't argue that it can't be done. They have done it many many times. On the other hand, I believe Carl Alberg would be horrified to learn that his family weekenders/ coastal cruisers were being exemplified for blue water passages. That isn't what they were designed for. If these are all you can afford and you have to do it (and I can understand this), then yes, the boats will get the job done. They are far from my ideal choices though. Limited comfort under certain conditions (while excelling in others) limited interior volume and simple old age, are all factors that would make me question these boats for long ocean passages. -Britton Triton #680
Circumnavigation in an Alberg 30 Circumnavigation in an alberg 30: http://www.sailingsalsa.com/
this is an older thread(i'll post anyway) and the topic of older Albergs come up all the time. Some like them, some have nothing but bad things to say. i love my alberg 30. This boat has proven herself time and time again as a well rounded boat the will get me you where you want to go. Is the alberg or the Trition perfect? No, but they are a solid platform for building a solid offshore cruiser. They are small inside but they are very comfortable and cozy. These particular boats allow many to get into a solid cruiser for a reasonable price(my case). Does my 40 yr old boat need work? yes, but i can modify and refit my boat as i want and as I can afford it. I dont think you can go wrong with any alberg design. they arent the fastest but they are comfortable and very seaworthy. Good Luck
Agree Triton is pretty small for extended cruising. Had one some years back & loved it, but the galley left a lot to be desired even along-shore cruising. Can't quite imagine trying to cook anything in a seaway.
check this project out if you are interested in an Alberg 30, talk about a major project! ww.indiegogo.com/projects/breathing-new-life-into-an-old-ship/x/2301246
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ArioseNotes
Our boat: the alberg 30.
THE DESIGNER.
Carl Alberg, a Swedish-born American, was one of North America’s most respected yacht designers. The Pearson Triton was one of his notable creations. The Cape Dory Typhoon is another. In fact, he has 47 designs to his credit, some of which continued in production after his passing. His home in Massachusetts, fittingly, overlooked the local harbour.
Not only was Alberg a skilled designer, but it seems that he had a sense of humour too. The Great Lakes Alberg Association (GLAA) has posted a letter from an early owner on its site. This person wrote to Alberg describing several groundings on rock and gravel which resulted in deep scratches. He asked for advice as to the best method to duplicate the boat’s strong construction when repairing the damage. Carl Alberg’s advise? To move to the Chesapeake Bay where the bottom is mud.
BIRTH OF THE ALBERG 30.
The 30 footer is one of the middle children of the large Alberg family. Alberg 22s, 29s, 30s, 34s, 35s, and 37s were produced. A group of sailors from Toronto Yacht Club approached Whitby Boat Works Limited of Whitby, Ontario, Canada in 1961 to design and build a boat to meet their needs. They were looking for a racer/cruiser. They wanted something built from fibreglass (boats were just beginning to transition from wood construction), with a full keel, standing headroom in the cabin, and more. Whitby Boat Works turned to Carl Alberg to design it. Some sailors from the US east coast (Washington DC and Annapolis) also were interested and placed orders. Shortly after, the Alberg 30 was born and the first boat was launched in 1963 (side note: it preceded Shirley’s “launch” by a few months). Subsequently, more than 750 Alberg 30s were produced over a 22 year run.
There continues to be a concentration of Albergs currently in Chesapeake Bay, U.S. and Toronto, Canada, where enthusiastic owners associations keep the vision alive. We’ll include links to their sites at the bottom of this page. Descriptions and testimonials of owners often sound like accounts of love affairs. Here’s why.
DESIGN & TECHNICAL FEATURES.
It does technically accommodate a crew of four (two in the v-berth, and two in the main saloon) but they would need to be a group of exceptionally compatible crew we think for that to work. The head (a manual pump toilet), with an integral holding tank is squeezed in opposite a hanging closet, and these divide the v-berth from the saloon. The minimalist galley is in the aft part of the cabin below the companionway. All Alberg 30s had an icebox. Ours had a cut-away in the counter to house a antiquated looking 2-burner propane stove – we’re upgrading to a new marine oven/stove. I think that is project #37 on the list. A previous owner installed a propane heater which was much appreciated during our early season northern Ontario over-nighters … thanks Jordan!
The Alberg 30 seems to be a perfect combination of sturdy and sweet-sailing. Alberg 30s have a reputation for being solidly built. Whitby Boat Works was a highly regarded company and as with others pioneering in the use of fiberglass construction, they were generous, compared to modern methods, in their use of hand-laid fiber and resin. We’ve come across many accounts of groundings over the years with hardly a scratch resulting. Thankfully, we have yet to have an occasion to support or refute this claim.
A fiberglass composite rudder is attached to the keel, and a 3300 pound iron ballast is encapsulated inside the keel cavity – that should keep it upright! The deck and cabin house are constructed of fiberglass cloth and a core was used in areas for added strength. Boats built prior to 1970 utilized masonite as a core material while those built after used balsa wood. There’s quite a few reports of problems with the masonite getting soft. Some folks have taken on ambitious projects replacing the deck. Our deck seems fine, but we will know better once we open it up to do some other work. Fingers are crossed!
The cockpit and lazarette are at the stern. The mast is deck-stepped. Early boats had a laminated wood beam to support the mast and this has proven to be one another of the Alberg’s few weak points. There have been situations of failure after hard use. Most boats from that era have been retrofitted with an aluminum plate to support that area, and this seems to be an effective repair. In 1970 this was replaced by an aluminum beam encased with fiberglass. The final design flaw we’re aware of is a weakness in the attachment of the forward lower shroud chain plates. A previous owner beefed this up on Ariose … thanks, Bill and Christine!
Of course, most Alberg 30s have some problems as would be expected from the normal wear and aging of any vintage boat. We’re ever so grateful for the good care previous owners have given to our boat. She’s in good shape.
Originally the Alberg 30s were powered by the twenty-two horsepower Gray Marine gasoline engine, and then later by the Universal Atomic 4 engine. In later years of production, diesel engines were available (single cylinder Bukh diesel, followed by two cylinder Volvo Penta marine engine). Some Albergs still have their original engine. Ours has been re-powered with a Yanmar 3GM30 diesel …. thanks, once again, Bill!
Originally, Alberg 30s were outfitted with a tiller, but many, ours included, the tiller has been replaced with a wheel.
DATING OUR BOAT – VARIATIONS OVER THE YEARS.
Our Alberg, according to 2 surveyors who based their documentation on information from the owners at that time, was built in 1971. There is no visible hull number, though, which would give it a positive identification. Its sail number is 392. If that is correct, and this sail is not a hand-me-down from another boat, Cathie Coultis, Commodore of the Great Lakes Alberg Association, through consulting Whitby Boat Works Shipping Manifest & Order Cards, has advised us that #392 was produced in 1969. At that time, the Alberg 30 was going through some changes. The main differentiating features were that the older boats had a laminated wood mast beam, no liner, masonite cored decks, their decks drained directly overboard under the toerail, and the upright icebox was accessible from the cabin and the cockpit. Newer boats had an aluminum mast beam, balsa cored decks, decks drained through hoses to cockpit scuppers, molded fiberglass pan forms cabin sole and support for furniture, and the icebox is top loading from the cabin only. It’s likely that boats starting with #409 were the newer design. Whitby Boat Works made ongoing incremental changes, and there are also a few transition boats (such as #371) that share characteristics of both, with many variations over the years when tailoring boats individual customers. Of course, most boats have had subsequent upgrades and modifications to suit successive owners. It is likely that no two boats are exactly alike.
Our boat leans toward having the features of newer Alberg 30s: mast beam (uncertain, but no signs of stress so either newer or repaired older), no liner that we can tell (older), deck (uncertain, but in good shape, so likely newer – will find out when we install some deck equipment this summer), toerail/scupper drain (newer), icebox cabin opening (newer – much to Tim’s chagrin when he thinks of the easy access to cold beer from the cockpit that he could have had). We’re not sure which vintage of Albergs came with their own standard poodle guard dog as ours does.
So, when we assemble the pieces of this age puzzle, Ariose was built in:
- 1971 – according to some previous owners
- 1969 – according to our boat’s likely number
- pre or post 1970 – according to its features it’s either a post ‘70 boat or a pre ‘70 early forerunner of the newer models.
No definitive results, it seems. The mystery continues. We’ll stick with assuming it is a 1969 unless new information comes to light… we like the notion of Ariose being born in the same decade we were.
SAILING QUALITIES.
As mentioned before, the Alberg 30 is known to be forgiving to sail and seaworthy enough to cross oceans. It has many circumnavigations to its credit – quite remarkable considering its relatively small size. We’ve come across accounts of 4 solo circumnavigations. We have yet to decide if this breeds confidence for us duo sailers or not. After all, if people can sail it singlehanded around the world, it must be fairly straightforward for two to do some small scale off-shore sailing? Or, does its cozy confines preclude comfortable companionship? We’ll see.
When the Alberg 30 was designed, it was considered a relatively quick boat, but not so much by modern day racing standards. We’re not interested in racing at this time, so that’s okay. The boat will not point particularly high to windward, and we find it seems happiest at a beam reach to close reach. We’ve read that the Alberg 30 shines when the going gets rough as its narrow beam allows it to slice through the waves. Modern designs that boast about ample cabin space will have their crew well tossed when in heavy seas. The Alberg 30 is said to comfortably be able to heave-to to wait out storms, although that’s probably a relative assessment as it’s hard to imagine using the words “comfortable” and “storms” in the same sentence.
- Length over all: 30 feet 3 inches
- Length at water line: 21 feet 8 inches
- Beam: 8 feet 9 inches
- Draft: 4 feet 3 inches
- Displacement: 9,000 lbs
- Sail Area: 410 sqft
- Builder: Whitby Boat Works
- Years produced: 1962-mid 1980s (various sources indicate 1984, 1986, 1987)
And that’s it from us for now about our boat, Ariose, the Alberg 30.
Happy sailing!
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I’m a solo sailing Autistic adult who is exploring this fantastic world on a beautiful 1969 Alberg 30. Come and share it with me for musings about sailing solo and what it’s like to do it on the Spectrum.
Review of Alberg 30
Basic specs..
The hull is made of fibreglass. Generally, a hull made of fibreglass requires only a minimum of maintenance during the sailing season. And outside the sailing season, just bottom cleaning and perhaps anti-fouling painting once a year - a few hours of work, that's all.
The Alberg 30 is equipped with a long keel. A full keel provide a better directional stability than a similar boat with a fin keel; on the other hand, better directional stability means also that the boat is more difficult to handle in a harbour with less space.
The keel is made of iron. Many people prefer lead keel in favour of iron. The main argument is that lead is much heavier than iron and a lead keel can therefore be made smaller which again result in less wet surface, i.e. less drag. In fact iron is quite heavy, just 30% less heavy than lead, so the advantage of a lead keel is often overstated.
The boat can enter even shallow marinas as the draft is just about 1.31 - 1.41 meter (4.30 - 4.60 ft) dependent on the load. See immersion rate below.
The boat is typically equipped with an inboard Universal Atomic 4 gasoline engine at 30 hp (22 kW). Calculated max speed is about 6.3 knots
Sailing characteristics
This section covers widely used rules of thumb to describe the sailing characteristics. Please note that even though the calculations are correct, the interpretation of the results might not be valid for extreme boats.
What is Capsize Screening Formula (CSF)?
The capsize screening value for Alberg 30 is 1.54, indicating that this boat could - if evaluated by this formula alone - be accepted to participate in ocean races.
What is Theoretical Maximum Hull Speed?
The theoretical maximal speed of a displacement boat of this length is 6.2 knots. The term "Theoretical Maximum Hull Speed" is widely used even though a boat can sail faster. The term shall be interpreted as above the theoretical speed a great additional power is necessary for a small gain in speed.
The immersion rate is defined as the weight required to sink the boat a certain level. The immersion rate for Alberg 30 is about 108 kg/cm, alternatively 605 lbs/inch. Meaning: if you load 108 kg cargo on the boat then it will sink 1 cm. Alternatively, if you load 605 lbs cargo on the boat it will sink 1 inch.
Sailing statistics
This section is statistical comparison with similar boats of the same category. The basis of the following statistical computations is our unique database with more than 26,000 different boat types and 350,000 data points.
What is Motion Comfort Ratio (MCR)?
What is L/B (Length Beam Ratio)?
What is a Ballast Ratio?
What is Displacement Length Ratio?
What is SA/D (Sail Area Displacement ratio)?
Maintenance
When buying anti-fouling bottom paint, it's nice to know how much to buy. The surface of the wet bottom is about 12m 2 (129 ft 2 ). Based on this, your favourite maritime shop can tell you the quantity you need.
Are your sails worn out? You might find your next sail here: Sails for Sale
If you need to renew parts of your running rig and is not quite sure of the dimensions, you may find the estimates computed below useful.
| Usage | Length | Diameter | ||
| Mainsail halyard | 24.9 m | (81.8 feet) | 10 mm | (3/8 inch) |
| Jib/genoa halyard | 24.9 m | (81.8 feet) | 10 mm | (3/8 inch) |
| Spinnaker halyard | 24.9 m | (81.8 feet) | 10 mm | (3/8 inch) |
| Jib sheet | 9.1 m | (30.0 feet) | 12 mm | (1/2 inch) |
| Genoa sheet | 9.1 m | (30.0 feet) | 12 mm | (1/2 inch) |
| Mainsheet | 22.9 m | (75.0 feet) | 12 mm | (1/2 inch) |
| Spinnaker sheet | 20.1 m | (66.0 feet) | 12 mm | (1/2 inch) |
| Cunningham | 4.4 m | (14.3 feet) | 10 mm | (3/8 inch) |
| Kickingstrap | 8.7 m | (28.6 feet) | 10 mm | (3/8 inch) |
| Clew-outhaul | 8.7 m | (28.6 feet) | 10 mm | (3/8 inch) |
This section is reserved boat owner's modifications, improvements, etc. Here you might find (or contribute with) inspiration for your boat.
Do you have changes/improvements you would like to share? Upload a photo and describe what you have done.
We are always looking for new photos. If you can contribute with photos for Alberg 30 it would be a great help.
If you have any comments to the review, improvement suggestions, or the like, feel free to contact us . Criticism helps us to improve.
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IMAGES
VIDEO
COMMENTS
Sailboat Reviews; Sailboats 21-30ft; Alberg 30 One of Carl Alberg's most successful boats, the Alberg 30 enjoyed a production run of a quarter-century. By. Darrell Nicholson - Published: June 14, 2000 Updated: April 11, 2020. 3. ... Clearly and simply, the Alberg 30 is not a boat for everyone. A buyer has to be willing to compromise on the 20% ...
The Alberg 30 Boat Review. Posted March 13, 2017. alberg30.jpg. In late 1961, designer Carl Alberg was commissioned by Kurt Hansen, owner of Whitby Boatworks Ltd. of Whitby, Ontario, Canada, to design a 30' sailboat for a group of Toronto area sailors who were interested in a boat in the 30' range for class racing and family cruising. The ...
Volvo 2002 Diesel. Earlier versions of the ALBERG 30 have a laminated wood mast brace and no liner. Decks are masonite cored and drain directly overboard under the toe rail. These boats have an upright icebox accessible from both the cabin and the cockpit. Newer boats have an aluminum mast brace enclosed inside a molded fiberglass liner.
The Alberg 30 is designed to sail on its ear, yet the boat feels incredibly solid in the water. The old line about sailing on rails is most apropos. Gelinas, who by the way is the manufacturer of the well-respected Cape Horn self-steering vane, has owned Jean du Sud for 27 years and has logged some 50,000 miles. He notes that the boat's hull ...
The Alberg 30. With more than 710 built over two decades, the Alberg 30 is a Canadian success story with American and Swedish connections. In 1962, six folkboat racers from Toronto's National Yacht Club decided that they wanted a bigger boat. They asked Kurt Hansen of Whitby Boat Works to find a suitable design and build it for them.
Charles J. Doane. Jul 10, 2024. Mary Therese Kubek aboard Dash in Portsmouth, New Hampshire, in October 2023. Photo by Charles J. Doane. Shortly after I first met Mary Therese Kubek last October, aboard her 1968 Alberg 30, I handed her a copy of Bernard Moitessier's first book, Sailing to the Reefs. I explained the connection—that the names ...
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; Suggest Improvements Source: sailboatdata.com / CC BY.
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.
LOA 30 ft. 3 in. LWL 21 ft. 8 in. Draft 4 ft. 3 in. Ballast 3,300 lbs. Displacement 9,000. Sail Area 410 sq. ft. With more than 710 built over two decades, the Alberg 30 is a Canadian success story with American and Swedish connections. In 1962, six folkboat racers from Toronto's National Yacht Club decided that they wanted a bigger boat.
Suited for both racing and cruising, the Alberg 30 is a classic. In the early 1960s Whitby Boat Works, Ltd. commissioned Carl Alberg to design a 30-foot version of his very popular Pearson Triton. Kurt Hansen believed that his Canadian company could build the 30-foot boat for the same price as the 28-foot Triton duty paid in the United States.
No offense, but the Alberg 30 is hardly what I'd call an ideal boat, for any purposes.The design of the Alberg 30 dates back to 1961, and some of its features and appearance are reminiscent of the old wooded sailboats of the 1950s and 1940s. With her full keel, low free board, long overhangs, narrow beams, and low-aspect sail plan, the Alberg 30 design translates into a boat with limited ...
49 posts · Joined 2007. #4 · Jul 17, 2008. $25K seems like a lot for a 30+ year old boat. It should be pristine and ready to go far for that much. With that budget, you may be able to add an Ericson to your list. The Ericson 30 is a direct descendant of the Alberg 30. You may find a 29-32 in that range. good sailing.
Pending survey I have a Alberg 30 under serious consideration. I have been in the market for over three years for something in the 30-33 ft. range, and this one seems to be the best of the compromises ... a plethora of reviews alberg 30 review - Bing They're small size wise, but have racked up a lot of ocean miles. Solid boats, built mostly in ...
The 30 footer is one of the middle children of the large Alberg family. Alberg 22s, 29s, 30s, 34s, 35s, and 37s were produced. A group of sailors from Toronto Yacht Club approached Whitby Boat Works Limited of Whitby, Ontario, Canada in 1961 to design and build a boat to meet their needs. They were looking for a racer/cruiser.
January 7, 2024. The Alberg 30 is a famous sailboat for being extremely easy to sail and extremely capable at sailing. These little 30 foot sailboats can be seen all over the world, with their stout full keel and simple rig. They have few amenities which means they have less to break and as a result are able to keep sailing when other, more ...
Full keel. The Alberg 30 is equipped with a long keel. A full keel provide a better directional stability than a similar boat with a fin keel; on the other hand, better directional stability means also that the boat is more difficult to handle in a harbour with less space. The keel is made of iron. Many people prefer lead keel in favour of iron.
The Alberg 30 is a Canadian sailboat, that was designed by Carl Alberg and first built in 1962. [1] [2] The Alberg 30 incorporates design elements from the similar Alberg Odyssey 30 of two years earlier. [3] Production. ... In a review Michael McGoldrick wrote, "The design of the Alberg 30 dates back to 1961, and some of its features and ...
Many of the older designs were influenced by race rules of one sort or another. First like the Alberg 30 it was the CCA Race Rules then later MORC. Like most Alberg design's, it's very seaworthy and many have been used as Blue Water Cruising Boats as have the Alberg models that preceded or followed like the Pearson Triton 28 and Bristol 27 The boats don't point well when the breeze is up so it ...
The Alberg 37 was designed by Swedish-born Carl Alberg (1900-1986) for Kurt Hansen's Whitby Boat Works. In total, 248 of these boats were built between 1967 and 1988; the MKI model from 1967 to 1971 and the MKII until the late-'80s. With long overhangs and a pleasing sheer, the 37 is an unmistakably classic design.
The first Alberg 30 was launched in the summer of 1962. The design had been commissioned by Kurt Hansen of Whitby Boat Works, Ltd. He'd looked at the 28-foot Pearson Triton and felt he could build a similar boat in Canada for much less than the price of importing the US-built Triton. So Carl A. Alberg [1901-1986] designed a slightly larger cousin.
Alberg preowned sailboats for sale by owner. Alberg used sailboats for sale by owner. Home. Register & Post. View All Sailboats. Search. Avoid Fraud. ... 30' Cape Dory 30 -Alberg design cutter rigged Atlantic Highlands Marina, New Jersey Asking $15,900. 24' Sovereign Sovereign-24 Memphis, Tennessee Asking $24,000.
Review: Xquisite 30 Sportcat Top 10 Best Boats 2024 Nominee. The new Xquisite 30 Sportcat looked like a drag racer, tugging at her dock lines at the Annapolis sailboat show. At 30 feet, she was by far one of the smallest boats in the water, but this carbon speedster looked like she'd give the big boats a run for their money.