alberg sailboat

Carl Alberg (1900-1986)

Alberg's career coincided with the newly developing fiberglass boat-building techniques beginning in the late 1950s, and the founding of Pearson Yachts, one of the pioneers in the field. Thousands of boats designed by Alberg were built by Pearson and others, and most are still sailing to this day. Among his most well-known designs are the Pearson and Aeromarine Triton, Bristol 27, Pearson Ariel, Commander, Ensign, Alberg 30, Alberg 35, Alberg 37 and many of the Cape Dory designs. The vast majority of his designs were built in the US where he spent most of his life. He was adamant about what he considered a good, safe design and resisted the trends toward fin keels, spade rudders and flat bottoms. His designs are typically recognizable, with long, graceful overhangs, low-slung sheerlines, narrow beam and sweeping full keels that are cutaway in the forefoot, designed to the CCA rules of the 1960s. It has been said that Alberg had but one boat design and simply scaled it up or down as needed.

Andrew Vavolitis of Cape Dory Yachts said, "I always asked Carl to design me the beamiest and shallowest boat possible. Then he'd go away, and what he came back with, was what we used. Of course, it was never as beamy, or as shallow, as we liked. He never compromised his design principles." Carl passed away on August 31, 1986 at his home in Marblehead, Massachusetts. His 56 designs resulted in over 10,000 boats. This site is dedicated to Carl Alberg and the graceful, sea-kindly boats the "stubborn Swede" designed, that have brought generations of sailors so much enjoyment.

Carl Alberg's yacht plans and drawings are now owned by the Peabody Essex Museum in Salem, MA USA.

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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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Alberg 35 Offers Classic Escape

Owners praise eye appeal, solid construction, and low price..

Photos courtesy of Tom Curren

The Alberg 35 dates back to the dawn of big-time fiberglass sailboat building. Its production began in 1961, just a year after Hinckley stopped building production wooden sailboats. Two years earlier, in 1959, Pearson built the first Triton, the boat that was the prototype of the inexpensive, small family, fiberglass cruising sailboat. The Tritons big selling point was a low-maintenance hull that Mom and Pop and the kids didnt have to spend all spring in the boatyard, getting it ready for the summer.

These days-when getting the family sailboat ready in the spring may mean little more than washing and waxing the topsides, plus a quick coat of paint on the bottom-its hard to remember that owning a boat some 30 years ago usually meant work, and a lot of it, or money, and a lot of that, too.

In 1961, Pearson added the 34-foot, 9-inch Alberg 35 to its expanding sailboat line. The Alberg 35 was a fixture in the Pearson line until 1967. In 1968, the boat was replaced by the Shaw-designed Pearson 35, a slightly larger, more modern boat in keeping with the changing demands of the market. During six years of production, more than 250 Alberg 35s were built.

Its very tempting to call every good-looking, successful boat from the 1960s a classic. And the Alberg 35 is no exception. It is good-looking and was successful, so we think it deserves to be called a classic. The boat has a handsome sheer, flattish for her day but old-fashioned and springy compared to current boats. She has a low, rounded cabin trunk with slightly raised doghouse, and just about perfectly balanced long overhangs both forward and aft.

Compared to more modern 35-footers, the Alberg 35 is narrow, short on the waterline, and cramped. Todays typical 35-foot cruiser-racer is at least four feet longer at the waterline and more than a foot wider.

Sailing Performance

The term cruiser-racer was just entering the jargon in 1961. The Pearson sales brochure from 1967 calls the Alberg 35 a proven ocean racer, cruiser. Note the term ocean. The Alberg 35 was the smallest boat in the Pearson line to which that word was attached, unlike many builders who push anything with lifelines and a self-bailing cockpit as a bluewater cruiser.

While the Alberg 35 had moderate success as a racer, the boat was-and still is-a cruising boat. By current standards, the Alberg 35 is a slow boat for her length overall, with a typical U.S. Performance Handicap Racing Fleet (PHRF) rating of 198. By way of comparison, her replacement, the Pearson 35, rates about 174, and the Ericson 35-2 about 150.

But Alberg 35s take to sea pretty well. The narrow, deep hull form makes for a very good range of positive stability-about 135 degrees-and an easy motion in a seaway. Owners consider the boats speed on par with other boats of similar size and type.

Unlike modern boats with wide beam and firm bilges, the narrow Alberg 35 heels very quickly, despite a 42-percent ballast-to-displacement ratio. But narrow boats sail fairly efficiently at fairly steep heeling angles. A modern boat such as the J/35 sails best upwind in 15 knots of true breeze at a 23-degree angle of heel, while a boat like the Alberg 35 is happy at close to a 30-degree angle in the same conditions. (Bottom line: The cook will insist that you crack off while supper is on the stove.)

With a rudder set well forward, it can take a lot of helm to keep the boat on course when reaching in a breeze. The relatively large, low-aspect ratio mainsail doesn’t help. At the same time, owners report that the boat tracks well, a quality missing in many newer boats.

The Alberg 35 was built both as a sloop and a yawl. Yawls were popular under the Cruising Club of America (CCA) Rule because mizzen and mizzen staysail area was lightly taxed. The yawl is not a bad rig for short-handed cruising, since the mizzen can be used to help balance the boat, and it is particularly useful in anchoring and weighing anchor under sail. From a performance and handling point of view, however, the yawl rig has few if any advantages on a boat this size. We would look for the sloop rig if we were shopping for an Alberg 35.

The mast is stepped on deck, over the doorway to the forward cabin. This requires substantial reinforcement of the bulkhead. Several owners in our survey reported that the coring in the deck under the mast has crushed, allowing the top of the cabin to compress. The problem can be fixed by replacing the core with solid laminate, and re-locating the compression post more directly under the mast. Other owners have also laminated in cross beams beneath the deck to reinforce this area.

Both the sloop and yawl rigs have simple, fairly heavy aluminum masts. A varnished spruce roller-reefing main boom was standard. Wed forget the roller reefing and set the boat up for slab reefing. In our experience, a roller-reefed mainsail is usually so baggy that its useless for upwind sailing.

Several owners in our survey have added bowsprits to their A35s, converting them to cutter rigs with a yankee and staysail. This improves the boats balance, as well as making sail combinations more flexible for cruising.

The cockpit is long and quite large, with plenty of room for daysailing hordes. Cockpit coamings are teak, and really look nice when varnished. The standard tiller takes up a lot of cockpit space, but most boats weve looked at have the optional pedestal wheel steering.

Big port and starboard cockpit lockers have poor locking arrangements, and drain straight to the bilge. Give a lot of thought to what will happen if the boat is pooped by a following sea, then go to work at improving hatch sealing and fastening.

Sail-handling equipment on these boats is likely to be primitive. The old Merriman No. 5 genoa winches and No. 2 mainsheet and jib halyard winches date from the time when trimming and setting sails was expected to be a lot of work. Wed replace them all with modern, powerful, self-tailing winches if anything other than daysailing is contemplated.

Likewise, there was originally no mainsheet traveler. On a narrow boat like this, with the mainsheet led aft, there really isn’t that much advantage to a traveler; it simply operates over too small a range of the booms arc to offer much benefit. If the mainsheet were re-led so that you could put a traveler on the bridgedeck, just in front of the steering pedestal, a traveler would be worthwhile. This, of course, would mean getting rid of the roller-reefing main, but in our opinion, thats a good idea anyway.

Wheel steering was an option, but youll find it on a lot of Alberg 35s-a plus, in our opinion.

Construction Details

Today, many A35s are used for offshore cruising. Plain, rugged construction is one reason why. The hull is a heavy, uncored layup, not particularly stiff or strong for its weight, but easy to repair and relatively foolproof.

Rudder construction is a holdover from the days of wooden boats. It consists of a wooden rudder blade bolted to a heavy bronze rod, formed to the shape of the aft edge of the prop aperture. The rudder of any Alberg 35 should be examined carefully, not because this type of construction is poor, but simply because the rudders are getting old. The rudders may have been damaged in groundings, or the stock bolts may be corroded.

One advantage of rudder construction is that it is very easy to change the rudder design. We suggest getting rid of the original barn-door rudder blade and replacing it with a more modern design with a straight trailing edge and more area near the bottom of the rudder.

This Constellation-type profile became pretty much standard with the last long-keel CCA boats designed before the Intrepid-type skeg and rudder of the late 1960s. The bottom of the new rudder could be angled up slightly to reduce the chance of damage in groundings.

Two aspects of the boats construction have caused some problems for owners. First, the ballast casting is a single chunk of lead which is dropped into the hollow fiberglass keel molding.

Along the bottom of the keel, some boats have a void between the lead casting and the fiberglass shell, making the shell vulnerable to damage in groundings or even when hauling and launching the boat. A surveyor should carefully evaluate this area for voids by sounding with a mallet. Voids can be fairly easily filled by injecting epoxy resin into the cavity.

The other problem could be more difficult to solve. The decks on early fiberglass boats like the A35 were frequently built using edge-grain rather than endgrain balsa wood. Edge-grain lacks the stiffness or compression strength of a modern end-grain balsa sandwich. Flexing of decks cored this way can break the bond between the fiberglass skins and balsa core. If the deck feels mushy, it likely is at least partially delaminated.

Repair-assuming the core is dry-involves drilling an extensive network of holes through the deck skin and core, being careful to reach but not penetrate the inner skin. Epoxy resin is then injected in each hole until it runs out of adjacent holes. The deck should be braced upward from below and weighted down from above until the resin cures.

This method works well with small areas of delamination, but is a tedious job in larger areas. At best, you end up with a deck sandwich that is somewhat stronger than the original that failed. Major refinishing of the deck will then be required. Extensive deck softness is cause for rejecting any boat, regardless of age.

You will find a variety of tankage arrangements in boats of different vintages. According to one owner, early boats have galvanized fuel and water tanks, which will eventually rust through. Another owner had a huge built-in fiberglass fuel tank forward, which developed a leak and was replaced by a monel tank in the same location. Design specifications for late boats in the production run call for an integral, 48-gallon, fiberglass water tank located in the bilge under the main cabin sole, plus a 23-gallon monel fuel tank under the cockpit sole.

The advantage of the monel fuel tank is that it will not have to be replaced if a diesel engine is installed: Simply flush it thoroughly with diesel fuel to remove any traces of gasoline, and youre in business. Monel is absolutely the best material for either fuel or water tanks, but it is prohibitively expensive for most.

Like most sailboats of this vintage, you may find extensive gelcoat crazing and fading on both the hull and deck. This is a cosmetic problem up to the point where crazing allows water to migrate into the laminate, at which time it can become a structural problem. If the gelcoat has begun to buckle and peel, its best to avoid the boat unless youre looking for a boat at a rock-bottom price for offshore sailing. Cosmetic repair of superficial crazing is labor-intensive, involving sanding, multiple coats of high-build epoxy primer, and complete refinishing, preferably with polyurethane. To have this done professionally would be quite expensive.

The deck gear, standing rigging, and spars on these boats are getting old. Many of the boats have high mileage, since a large percentage are used for long-distance offshore cruising. Be prepared to do relatively simple jobs like removing and rebedding stanchions and deck fittings, installing backing plates, and replacing a lot of rigging. Sails more than five years old-other than storm sails that have seen little or no use-are candidates for replacement.

All Alberg 35s were powered by the ubiquitous Atomic Four gasoline engine. If youre thinking about keeping an A35 for five or more years, think about replacing the engine-preferably with a diesel.

Of course, a lot of owners have already retrofitted their boats with diesels, but the installations will obviously vary dramatically in quality.

The pluses and minuses of replacing an old Atomic Four with a diesel are still debated at length online, although the tenor is more subdued these days. Certainly, a boat with a smooth running Atomic Four will serve its owner well, but in our view, the scales are pretty heavily tilted toward a diesel conversion. Finding a boat with a defunct Atomic Four and putting a diesel in it is a sure way to increase the value, although as with most boats of this age-even classics like the Alberg 35-you cannot expect that you will ever get out of the boat what you invest in it financially, should you decide to sell. The big benefits for switching to diesel are safety and the fact that the cruising range under power roughly doubles-a big plus in light-wind areas.

Westerbeke, which bought the Atomic Four line from the original manufacturer, makes three- and four-cylinder replacements. Betamarine advertises itself as the only manufacturer dedicated to supplying diesel engine replacements for the Atomic Four. Whichever replacement you choose, don’t assume a drop-in replacement. You will have to double-check all your measurements. In many cases, an upgrade to diesel from an Atomic Four means youll need to get a new prop as well.

Like most boats with the rudder mounted well forward and the prop fitted in an aperture, the Alberg 35 backs down poorly. This is simply a fact of life, so you have to get used to it. Steering ahead, the boat handles fine. The Atomic Four provides perfectly adequate power for the A35, giving a cruising speed of about 6 knots in calm water.

Because the Alberg 35 is narrow, it will seem cramped to those accustomed to the condo-like interiors of modern 35-footers. The arrangement, though, is pretty good.

Two interiors were built: One is the traditional interior of practically every boat built in the last 50 years, the other is a dinette arrangement, which became popular when people started looking for more workable galleys about 30 years ago. Both boats have large forward cabins with V-berths, a hanging locker, a bureau, and drawers under the berths. This is one reason the boat appeals to a lot of minimum-budget liveaboards. The forward cabin can be a real owners stateroom, even though it lacks a double berth. If you were handy, you could rip out the V-berths and build a good-sized diagonal double along either side of the cabin, building in additional storage opposite. The cabin is large enough that this wouldnt totally destroy standing space.

There are two bronze-framed opening ports and a hatch for ventilation in the forward cabin.

The head is aft of the forward cabin, and runs the full width of the boat-a good arrangement on a boat this narrow. With the doors to the main cabin and forward cabin shut, this creates a head compartment with a lot of elbow room. For daysailing, you only need to shut the door to the main cabin to get privacy-no worse than shutting the head door on any boat.

Ventilation is provided in the head via two opening ports plus a pair of cowl vents in Dorade boxes.

The Alberg 35 was one of the first boats of this size to be built with standard hot and cold, pressurized water, plus a shower. It was a big selling point back then; now it is taken for granted on a 35-foot boat.

The main cabin will have either the conventional arrangement of settee berths on each side with a fold-down table between, or the galley along one side with a U-shaped dinette opposite.

The dinette arrangement is a decidedly mixed blessing. By lowering the dining table, the dinette converts to a double berth. The original stove well in the dinette arrangement was big enough for a three-burner gimballed stove with oven, while the conventional aft galley has the rinky-dink two-burner alcohol stove that was standard equipment on most boats for many years.

With the dinette, there are two quarterberths aft that extend under the cockpit, and they are reasonable sea berths. In the conventional arrangement, you would use the main cabin settees as sea berths, which is also fine.

Quarterberths can be stuffy in tropical climates, and they tend to end up as inefficient catch-all spaces for anything that is too big or awkward to stow in lockers or drawers.

But the aft galley is no prize. The galley counters are quite low due to the boats low freeboard. There is a small single sink, plus the aforementioned instrument of torture in place of a stove, and an icebox whose top must perform double duty as galley work space and a rudimentary chart table. With the dinette arrangement, the dining table will probably double as the nav station, although wed be tempted to sacrifice one of the quarterberths to build in storage space plus a usable, stand-up nav station.

Its no wonder that at least one owner reports tearing out the entire aft galley and starting from scratch.

Ventilation in the main cabin is non-existent, except for the main companionway hatch. Because of the step in the cabin profile, fitting a ventilation hatch over this cabin is tricky, but it can be done.

Interior decor is very period, and the early 1960s were perhaps the nadir of interior design in sailboats. Low maintenance fever was at its peak, and wood-grain plastic laminate ran rampant.

Fortunately, this is nothing that a little painting can’t cure, or if youre really handy, you can laminate nice, clean, solid-color Formica over the old stuff on the counters and bulkheads, then varnish the wood trim. The improvement in interior appearance and apparent space would be amazing.

Conclusions

Weve presented a pretty intimidating list of drawbacks to the Alberg 35. Now lets look at the positive side. This is a sturdy, ruggedly built boat whose design and construction are suited for serious offshore sailing, with the caveat that you go through the boat from one end to the other, replacing every piece of gear thats tired, and reinforcing and repairing as necessary.

There are not too many boats that you can buy for this kind of money and then head off to Tahiti in reasonable security.

Built without the full-length molded fiberglass pans and liners that interfere with even modest modification, the Alberg 35 is stick built-a tinkerers dream. You may not be ready to build a boat from scratch, but you can do modifications on the Alberg 35 to your hearts content without going broke or destroying your investment.

The boat is really good-looking, especially compared to a lot of modern, high-sided tubs. If youre a fanatic, you can clean up, paint, and refinish the boat to look almost as good as a Hinckley Pilot-almost.

Some Alberg 35s have been meticulously maintained, and are in beautiful condition. Others have been beat to pieces by owners going cruising on the cheap. Wed look for a nice one, or one that had only cosmetic problems. The trick is figuring out which problems are only cosmetic.

A liveaboard couple can be comfortable on this boat, having much more elbow room than on a smaller modern live aboard cruiser for which youd pay more money.

You want a decent-sized boat for serious cruising, while spending about the same money as you would for a newer 27-footer? Consider the Alberg 35. Buy it, and be off for warmer places.

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• Sailboat Guide

Alberg 37 is a 37 ′ 2 ″ / 11.3 m monohull sailboat designed by Carl Alberg and built by Whitby Boat Works Ltd. between 1967 and 1988.

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)

The shapely Alberg 37, the bigger sister of the popular Alberg 30 and 35 , was penned in the mid-1960s by Swedish-born Carl Alberg (1900-1986) for Kurt Hansen’s Whitby Boat Works in Canada. Originally designed as a racer cruiser, the Alberg 37 is better known today as a medium-heavy displacement bluewater capable cruiser. She’s strong, seaworthy, and best of all very affordable.

Introduced in 1967, the boat came in sloop and yawl options and was popular enough to enjoy an update to a MkII model which primarily improved the interior layout and streamlined production. A total of 248 boats were built before the recession of 1987 reduced customer demand leading to the cease of production in 1988. Today the Alberg 37 has many fans and an avid following from owner communities, a few boats have circumnavigated.

Configuration

At a glance, the Alberg 37 is unmistakably a classic yacht of the 1960s, drawing much influence from Scandinavian folkboats. There’s long overhangs, low freeboard, and soft sheerline. Below the waterline is a cutaway full keel, with a large raked rudder hung from the trailing edge of the keel. All very standard stuff for Alberg designs.

The beam is incredibly narrow beam at 10 feet 2 inches and with slack bilges the hull does not contribute much form stability. Indeed the Alberg 37 is initially quite a tender boat, this helps her extend her waterline when she heeled to windward or reaching.

Construction

Whitby Boat Works had a reputation for building strong boats and Alberg 37s have proven themselves overtime. A 1977 hull ( Good News ), for example, was beached in a hurricane suffering only minor scratches. Paul Howard recalls a story in Canadian Yachting Magazine of a single hander’s 37 surviving three days of pounding on a reef in the South Pacific before escaping by jettisoning his supplies. He then sailed 2,000 miles before repairs.

The hulls are of solid fiberglass up to an inch think at the bilge. Half of the boats had balsa coring amidships just up from the turn of the bilge as a measure to provide extra support when the boat rested on a cradle over the off-season (remembering the original design as a racer/cruiser). The fiberglass work was well executed and consistent, and though the fiberglass was resin rich by modern standards, Whitby Boat Works hull scantlings were among the heaviest in the industry.

The deck was balsa cored, and joined to the hull via an inward flange. The ballast is lead and is encapsulated inside the keel cavity.

MkI and MkII

The MkII model in 1971 saw a change of construction with the introduction of a fiberglass interior pan, which streamlined production, aided hull stiffness, though sacrificing hull accessibility. The interior was improved with better use of interior space in the form of a larger head and galley, more storage and longer berths. The original teak toe rail was replaced by a fiberglass one change, a dodger splash guard was added and the cabin sported longer port lights which is the easiest way to spot a MkII model.

Interior Layout

The Alberg 37’s narrow beam results in a small interior by modern standards, but the boat is fully functional for bluewater sailing and many cruisers have lived aboard for extended time.

The standard layout include v-berths forward, followed by opposite facing head and hanging locker. In the saloon there’s an L-shaped settee to port and a straight settee opposite. There’s plenty of storage with numerous drawers and lockers. Further aft is the galley to starboard which has a three burner stove, an oven and icebox and a quarter-berth/chart table combo to port. A few MkI boats have a midships galley which makes room for twin sea-going quarter-berths aft.

The Alberg 37 is best in heavy seas, but in light winds and well trimmed sails she can maintain 6 knots. The boat is well balanced, to the point where the helm can be left minutes at a time without a self steering unit. She is not very close winded and is relatively tender, though the extra heeling helps her extend her waterline length and therefore hull speed. There is also a tendency to hobby horse.

The Alberg 37 has an easy motion through the water, sea kindliness pays important dividends in offshore work where reducing fatigue is key to safe passages.

Buyers Notes

Most boats were delivered with either the 23­hp Volvo MD2D or the 27hp MD11C which are underpowered, a 40­hp Westerbeke 4-107 was an option, this is the one to go for (or similar power rating if it’s been repowered). As with any boat of this ages, look over the rigging, wiring and plumbing, and check for softness in deck, sure signs of water damage to the balsa coring. Owners report the original wiring was not well thought out and needs reworking or updating. Poor quality seacocks are another comment, it’s worth replacing them if bluewater work is on the agenda.

The interior of MkII models have more space and storage, a vital asset in any bluewater boat, but equally important is access to all areas of the boat for maintenance, and owners of MkI models without the interior pan love this, especially access to the deck fittings.

Links, References and Further Reading

» Used Boat Notebook, by John Kretschmer (p176-180), an in depth look at the Alberg 37 » Alberg 37 International Owners Association,  Information, photos and more » A review of the Alberg 35 and 37 by Tom Zydler, Cruising World Magazine, July 2002

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Edwards Yacht Sales

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1970 Alberg Sailboats 30

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"Sugar" is a very rare find!  She is a classic 1970 Alberg 30 which has been upgraded into a modern cruising boat.

Owned by the owners of a prominent marine canvas business in St. Augustine, she has been expertly and professionally restored and cared for. Her 18 HP Yanmar engine has undergone regular maintenance and has under 350 hours on it (be sure to view the video!). The rigging and sails are only three years old. Both interior and exterior have been totally redone.

This is a classic full-keeled cruiser/racer designed by Carl Alberg, with a beautiful sheer and graceful overhangs. These boats were raced extensively before the more modern racing designs took over, and they can still hold their own against the modern fleet. If you like traditional boats and want to own an ungraded piece of sailing history, this is the ship for you!

• All new canvas
• Only 350 hours on professionally maintained 18 HP Yanmar
• Full canvas cockpit enclosure
• Teak side boarding ladder
• Cruisair marine air conditioner (can be run at anchor with a small generator on deck!)
• Marine refrigeration
• All new wiring
• Teak toe rail replaced with modern aluminum one
• Recent Awlgrip on decks and hull
• New interior cushions
• Tiller steering
• New steel handrails on deck
• Sails and rigging replaced 3 years ago, in great shape
• Roller furling jib and pack-type system for main

This little beauty is turn-key. Call me and let's go see her!

Specifications

Descriptions, basic information, dimensions & weight, tank capacities, accommodations.

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The Alberg 30 is just as well-appointed inside as she is out. Her cockpit is large and provides easy seating for 6. Stepping below, the galley spreads out to both sides, with sink to starboard and deep 12-v refrigerated ice box to port. The owners have varnished all the interior teak and replaced all the cushions and the headliner, so the interior is clean and fresh and without a speck of mildew. Her head (with holding tank) is to port, with a locker where the AC compressor is located to starboard, and forward of that is a large and airy v-berth with custom storage lining each side.

There is a centerline table as well, which is currently off the boat, and 6 could be seated easily below as well. The layout sleeps 4.

The Yanmar has less than 350 hours on it and has been maintained by professionals. It's an 18 HP and runs very well (see video!)

30 gallons of water and 15 of fuel make this a great pocket cruiser!

If you love classic lines and beautiful sweeping overhangs as much as I do, you will fall in love with this boat. They simply aren't made like this anymore, and it is VERY rare to find one that is in this kind of shape. She's literally turn-key. Climb aboard and GO!

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Alberg 37 Pros and Cons?

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I came across an older Alberg 37, interested, no sails listed, has a number of things I like, and some questions, says to being redone, wont know unless/until I call, pros and cons on her ? My interest would be for a cruising live aboard.  

Do you post a thread about every boat you look at??? You've posted on Endeavors, a Pearson 39' CB, a couple of glass-hulled wooden boats, and had a thread asking about production bluew water boats... Have you actually stepped aboard any of these boats, or are you just looking at their specifications?? If you haven't stepped aboard any of them, you might want to step aboard a few and get an idea of whether you like the boat or not. Any boat you don't like off the boat...is probably one that you shouldn't even be asking about. As for living aboard... I am not familiar with the Alberg 37 but do know of at least two families that liveaboard on Alberg 30s., which I am fairly familiar with... so I don't see that being a big problem. You might want to read this , this , and this .  

C'mon, SD, lighten up a little. Jake, we had an A37 in a neighbouring slip some years ago, the owner was very fond of her. His was a sloop, they were also offered as a yawl, I believe. Like all Albergs they have nice lines and full underbodies. Relatively narrow, they will have less liveaboard space than more current designs. The major negative for these types of boats is that they will be nearly impossible to back up in a straight line, and close quarters maneouvering will be difficult. Whether this is a big factor will depend on your moorage situation and your intended usage.  

Alberg 37 Hey SD good to have you here, if I lose track of which ones I consider I can just check with you. To answer your question, yes, some, others are about half a continent away, it seems logical, even reasonable to ask on an open forum for input on them. I have been researching them as I go along, and develop perceptions on them, I'd rather not just go with that and the brokers statements for my only input. Before I do any surveys I will be first ruling out any that wont work for me, and once I have some reasonable sounding ones I'll go look at them. Seems reasonable to me. As all are a day or mores driving minimum it seems logical to get all the input that I can before making a several days trip. This IS an open forum isnt it ? It IS about buying a boat isnt it ? Anyone who doesnt want to respond has no requirement to. Or did I miss something here ? Anyhow, thanks for your input, it is appreciated. It really is.  

SD those first two links I had, the 3rd one is the kind of stuff I am looking for, I have gotten some owner input: as the zincs being very dificult to reach, preferring to cruise on a 20 degree heel, etc, trying to build up more, once I buy its not going to be repeated for a long time, there is several things on that 3rd link that are seriously what I want/need. Thanks. Fwiw, my previous inquiries and the responses have helped me to rule out a number of boats that I wouldnt have been happy with.  

I understand what you're saying, long before I sign on the dotted line I will sail on it and her close relatives, right now I am more looking for possibilities but mostly ruling out those that wont work, a lot of my time coming up this spring/summer is going to be sailing on the several makes I finally get narrowed down to. I have read a lot of good things on the albergs, and their close relatives, one disadvantage that I have is being far inland from the coasts although some are here on the Great Lakes, but having a blue water boat on the GLs is a bit like having a ferrari running around the town square. I have ruled out several makes just on comments offered here, and several others from things brought up in some of the surveying/inspecting and cruising books I've gotten, its a slow process. I am on several owners lists now, and gradually getting information there, frankly the alberg sounds the best so far although there are a couple interesting pearsons, and one old boat thats a one off I think that keeps drawing me back to her. We shall see what will be. My goal is a good boat for cruising that can get me around the Caribbean and maybe down to the Galapagoes.  

Quite a few of the Pearsons are actually Alberg designs...so I'm not particularly surprised that you are looking at a few of them. A blue water boat isn't completely out of place on the Great Lakes, especially if you've seen the weather they can throw at you in November or so. Faster's point about the Alberg full-keel designs being fairly uncooperative when it comes to reverse gear is very much spot on. It is possible, but it takes a fair amount of practice.  

Alberg 37s are classic sailing vessels. A little narrow, nice ends and sheer, easy motion at sea, and so forth. As has been said, you must find out if it meets your needs. Probably not an all-out racer. As far as backing under power, even large single screw ships don't back straight. In most cases, turning while backing must be done by briefly hitting the rudder with propwash (a pulse of forward gear.) It takes patience and practice but it can be done.  

If I were looking for a classic to rebuild from the keel up the A37 you be high on the list but I (meaning me..) would not take it for extended cruising tho many, many have ..  

JakeLevi said: Hey SD good to have you here, if I lose track of which ones I consider I can just check with you. To answer your question, yes, some, others are about half a continent away, it seems logical, even reasonable to ask on an open forum for input on them. I have been researching them as I go along, and develop perceptions on them, I'd rather not just go with that and the brokers statements for my only input. Before I do any surveys I will be first ruling out any that wont work for me, and once I have some reasonable sounding ones I'll go look at them. Seems reasonable to me. As all are a day or mores driving minimum it seems logical to get all the input that I can before making a several days trip. This IS an open forum isnt it ? It IS about buying a boat isnt it ? Anyone who doesnt want to respond has no requirement to. Or did I miss something here ? Anyhow, thanks for your input, it is appreciated. It really is. Click to expand...

Does anyone here know the berth lengths on the Alberg 37 Mark 1 or MK I. My wife and I are in the market for one. We are both tall at 5'10" and 6' respectively. Any input would be greatly appreciated. Cheers.  

The Alberg 37's were built with quite a few different layouts. The layout shown on SailBoatData has approximately a 6'-0" length to the forward berth (as measured from the center of the head of mattress at the bulkhead to the center of the mattress at the foot at the bulkhead. The other issue with that layout is that the forward berth has been pushed very far into the bow if the boat so there is very little width at the foot end of the bunk (less than 2 feet). In other words, due to the short length of the berth and the narrow width, you are more likely to be kicking each other during the night. When I was designing boats, the normal convention is that the berth centerline (measured as above) should be 6'-8" and the width at the foot room should be 15" for each berth (i.e. 2'-6" width at the foot). Carl Alberg tended to draw 'apple cheek' bows (full and rounded bows). While this really hurt motion and performance, it did result in a little more shoulder room in the vee-berth than some of his contemporaries. Jeff  

Jeff_H said: The Alberg 37's were built with quite a few different layouts. The layout shown on SailBoatData has approximately a 6'-0" length to the forward berth (as measured from the center of the head of mattress at the bulkhead to the center of the mattress at the foot at the bulkhead. The other issue with that layout is that the forward berth has been pushed very far into the bow if the boat so there is very little width at the foot end of the bunk (less than 2 feet). In other words, due to the short length of the berth and the narrow width, you are more likely to be kicking each other during the night. When I was designing boats, the normal convention is that the berth centerline (measured as above) should be 6'-8" and the width at the foot room should be 15" for each berth (i.e. 2'-6" width at the foot). Carl Alberg tended to draw 'apple cheek' bows (full and rounded bows). While this really hurt motion and performance, it did result in a little more shoulder room in the vee-berth than some of his contemporaries. Jeff Click to expand...

You are welcome. I will note again that there are some pretty big variations in the interior layouts on the Alberg 37. For example; -Some had enclosed heads, and on others the head was across the passageway. - Some had a U-shaped galley to port, some had a straight galley on the starboard side, and some had an L-shaped galley on starboard that crossed under the bridge deck and across the companionway. -Some had a hanging locker/bureau in the forward cabin on port and starboard aft of the Vee berth, and some only had one hanging locker/bureau on port and still others had neither of those but a locker in the passage across from the head. In other words, The boat that you are looking at may have a different layout than the one shown on SailboatData. . I will also mention how I came up with that lengt5h of the berth. I dropped the image from Sailboatdata into my drafting program, blew it up to scale, and took a quick measurement. That is should produce a reasonably accurate measurement but not perfect. Jeff  

Jeff_H said: You are welcome. I will note again that there are some pretty big variations in the interior layouts on the Alberg 37. For example; -Some had enclosed heads, and on others the head was across the passageway. - Some had a U-shaped galley to port, some had a straight galley on the starboard side, and some had an L-shaped galley on starboard that crossed under the bridge deck and across the companionway. -Some had a hanging locker/bureau in the forward cabin on port and starboard aft of the Vee berth, and some only had one hanging locker/bureau on port and still others had neither of those but a locker in the passage across from the head. In other words, The boat that you are looking at may have a different layout than the one shown on SailboatData. . I will also mention how I came up with that lengt5h of the berth. I dropped the image from Sailboatdata into my drafting program, blew it up to scale, and took a quick measurement. That is should produce a reasonably accurate measurement but not perfect. Jeff Click to expand...

I could not live on an Alberg 37. It'd be like living in a toothpaste tube.  

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Alberg 30 The URL for this page is 30 Added 18-Jan-2024 © 2001-2024 ./)   . . ./)   . . 160 COMMENTS ALBERG 30 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. Carl Alberg Alberg's career coincided with the newly developing fiberglass construction techniques beginning in the late 1950's and the founding of Pearson Yachts, one of the pioneers in the field. Thousands of boats, designed by Alberg were built by Pearson, Cape Dory, and others, and are sailing to this day. Carl Albergs plans are now owned by the ... Alberg 30 Alberg 30 Specifications. 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. Alberg 30: the Boat 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. Carl Alberg (1900-1986) Carl A. Alberg was born in Gothenburg, Sweden in 1900. He was one of the most prolific yacht designers of the 20th century with at least 56 designs to his name. Alberg's career coincided with the newly developing fiberglass boat-building techniques beginning in the late 1950s, and the founding of Pearson Yachts, one of the pioneers in the field. Alberg boats for sale Alberg boats for sale on YachtWorld are listed for a swath of prices from $14,678 on the relatively more affordable end, with costs up to $36,511 for the highly-specialized, bespoke models. What Alberg model is the best? Some of the most popular Alberg models currently listed include: 29 Sloop, 30, 37 and 37 Sloop. Alberg models are available ... The Alberg 35 and the Alberg 37 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 ... Alberg 30 Alberg 30. The Alberg 30 is a recreational keelboat, built predominantly of fibreglass, with wood trim.It has a masthead sloop rig, a keel-mounted rudder and a fixed long keel.It displaces 9,000 lb (4,082 kg) and carries 3,300 lb (1,497 kg) of iron ballast. [1]The boat has a draft of 4.29 ft (1.31 m) with the standard keel. The Alberg 30 Site The Alberg 30 Site. The gods do not deduct from man's allotted span those hours spent in sailing. The Alberg 30 is a beautiful boat. Designed by Carl Alberg and built by Whitby Boatworks in Ontario, she is both graceful and sturdy. The first Alberg 30 was launched in the summer of 1962. Since then, over 700 have been built. Alberg 30 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. Alberg 37: Unmistakably Classic 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. Alberg sailboats for sale by owner. 30' Cape Dory 30 -Alberg design cutter rigged Atlantic Highlands Marina, New Jersey Asking $14,000 Alberg 37 The Alberg 37 is a Canadian sailboat that was designed by Carl Alberg as a racer-cruiser and first built in 1967. [1] [2] [3] Production. The design was built by Whitby Boat Works in Ajax, Ontario, Canada. The company built 248 examples of the design between 1967 and 1988. The Mark I was built from 1967 to 1971 and the Mark II from 1971 until ... The Alberg 30 Boat Review The Alberg 30 was in continuous production from 1962 through 1984 by Whitby Boatworks. The 22-year production run of more than 750 boats is, to the best of my knowledge, unprecedented in the marine industry. Over three hundred of these boats were delivered to the Chesapeake Bay; many of which still sail the Bay and its tributaries. Alberg 35 The Alberg 35 is a classic cruising from the board of Carl Alberg, built by Pearson Yachts from Rhode Island and introduced in 1961. It earned a good reputation for her fine sailing qualities, and with a six year production run of 280 boats, she was considered a success for her builder. Alberg 30 boats for sale Find Alberg 30 boats for sale in your area & across the world on YachtWorld. Offering the best selection of Alberg boats to choose from. Alberg 35 Offers Classic Escape The Alberg 35 was a fixture in the Pearson line until 1967. In 1968, the boat was replaced by the Shaw-designed Pearson 35, a slightly larger, more modern boat in keeping with the changing demands of the market. During six years of production, more than 250 Alberg 35s were built. Its very tempting to call every good-looking, successful boat ... Alberg 37 The shapely Alberg 37, the bigger sister of the popular Alberg 30 and 35, was penned in the mid-1960s by Swedish-born Carl Alberg (1900-1986) for Kurt Hansen's Whitby Boat Works in Canada. Originally designed as a racer cruiser, the Alberg 37 is better known today as a medium-heavy displacement bluewater capable cruiser. 1970 Alberg Sailboats 30 30 Boats for Sale Overview. "Sugar" is a very rare find! She is a classic 1970 Alberg 30 which has been upgraded into a modern cruising boat. Owned by the owners of a prominent marine canvas business in St. Augustine, she has been expertly and professionally restored and cared for. Her 18 HP Yanmar engine has undergone regular maintenance and has under 350 hours ... Alberg 37 Pros and Cons? When I was designing boats, the normal convention is that the berth centerline (measured as above) should be 6'-8" and the width at the foot room should be 15" for each berth (i.e. 2'-6" width at the foot). Carl Alberg tended to draw 'apple cheek' bows (full and rounded bows). 1972 Alberg 30 sailboat for sale in Delaware Delaware. $7,500. Description: Crazy Horse is a 1972 Alberg 30 (Hull #549). She has been a great boat to me over the course of my ownership. The boat has been kept in freshwater the vast majority of its life, and under my ownership was primarily kept in Havre De Grace MD. Despite her flaws, Crazy horse has been a joy to sail and live aboard ... catamaran gulet powerboat riverboat sailboat trimaran yacht