sailboatdata alberg 37

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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 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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Bluewater Sailboat – Alberg 37

Carl Alberg (1900-1986), a Swedish-born boat designer, created the slender Alberg 37 for Kurt Hansen’s Whitby Boat Works in Canada in the middle of the 1960s. The Alberg 37 is the larger sibling of the well-liked Alberg 30 and 35. The Alberg 37, which was first intended as a racer cruiser, is now more well-known as a medium-heavy displacement cruiser with bluewater prowess. She is sturdy, seaworthy, and most importantly, very reasonably priced.

This Bluewater sailboat, which was first offered in 1967 and was available as a sloop or a yawl, proved to be popular enough to receive an update to a MkII model, which mainly enhanced the interior design and simplified manufacture. Before the 1987 recession, which decreased consumer demand and resulted in production ceasing in 1988, a total of 248 boats were constructed. Today, the Alberg 37 enjoys a devoted following among owner communities and a few boats have completed a circumnavigation.

• LOA: 37′ 2″
• LWL: 26′ 6″
• Beam: 10′ 2″
• Draft: 5′ 6″
• Displacement: 16,800 lbs.
• Ballast: 6,500 lbs.
• Sail Area, Sloop: 646 sq.ft.
• Sail Area, Yawl: 686 sq.ft.
• Water: 60 US Gal.
• Fuel: 35 US. Gal
• Designer: Carl Alberg
• Year Introduced: 1967
• Year Ended: 1988
• Builder: Whitby Boat Works

At the bilge, the hulls are made of solid fiberglass that is up to an inch thick. Balsa coring was installed amidships on half of the boats, just above the bilge turn, as a precaution to add support when the boat was cradled during the off-season (keeping in mind that the boat was originally designed as a racer/cruiser). Although the fiberglass was resin-rich by today’s standards, the fiberglass work was well done and consistent, and Whitby Boat Works’ hull scantlings were among the heaviest in the business.

MkI and MkII

A fiberglass interior pan was added to the MkII model in 1971, changing its structure and speeding up production while enhancing hull stiffness at the expense of hull accessibility. Better internal space utilisation resulted in a larger head and galley, additional storage, and longer berths, all of which improved the interior. The easiest way to identify a MkII model is by the longer port lights in the cabin, the addition of a dodger splash guard, and the replacement of the original teak toe rail with a fibreglass one.

The Bluewater Sailboat Alberg 37 is immediately recognizable as a classic 1960s yacht, with strong influences from Scandinavian folkboats. Long overhangs, a low freeboard, and a gentle sheerline are present. A massive raked rudder is suspended from the trailing edge of the cutaway complete keel, which is below the water’s surface. All of this is quite typical for Alberg designs.

With slack bilges and an extremely small beam of 10 feet 2 inches, the hull provides little to contribute to stability. As a result of the Alberg 37’s early tenderness, she can extend her waterline when heeled to windward or reaching.

The deck had a balsa core and an inside flange to attach it to the hull. The lead ballast is contained inside the keel cavity.

This Bluewater Sailboat has demonstrated her durability over time, and Whitby Boat Works had a reputation for producing sturdy boats. For instance, a hull from 1977 called “Good News” that was beached after a hurricane only sustained minor scratches. A single-hander 37 made it through three days of being battered on a reef before escaping by dumping provisions. The story appeared in Canadian Yachting Magazine. Before making repairs, sailed for 2,000 kilometers.

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

Performance

Although this Bluewater Sailboat’s narrow beam results in a modest cabin by contemporary standards, numerous cruisers have stayed onboard for extended periods of time and the boat is perfectly usable for bluewater cruising.

V-berths are placed forward in the usual configuration, followed by an opposite-facing head and hanging locker. There is an L-shaped sofa to port and a straight sofa across from it in the saloon. There is a tonne of storage space, including many drawers and lockers. The galley, which has a three-burner stove, an oven, and an icebox, is farther aft. To the port, it features a combination of quarter-berth and chart table. A midship galley on a few Mk I boats creates space for twin sea-going quarter beds at the rear.

Quick Notes

A 40-hp Westerbeke 4-107 was an option, and this is the one to choose (or an equivalent power rating if it has been repowered). The majority of boats were supplied with either the 23-hp Volvo MD2D or the 27-hp MD11C, which are underpowered. Check the rigging, wiring, and plumbing, as you would with any boat this age, and feel the deck for softness, which are sure symptom of water damage to the balsa coring. Owners claim the original wiring was poorly designed and has to be updated or reworked. Another complaint is that the seacocks are of poor quality; if bluewater work is planned, they should be replaced.

Owners of MkI models without the interior pan adore this since it allows them to access all areas of the boat for maintenance, particularly the access to the deck fittings. The interior of MkII models has more room and storage, which is a crucial asset in any bluewater boat.

Looking for a used sailboat for sale? Check out the Bluewater sailboat data and specs to make an informed decision. Ocean Wave Sail has data for over 10000+ boats that can help you select one to meet your sailing needs.

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37' Whitby Alberg MKII

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Yacht Price

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

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

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

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

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

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• La Paz, BCS, Mexico

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

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

Full Specifications

Speed & distance, recent upgrades.

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

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

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

Navigation and electronics

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

About the Engine (VOLVO PENTA MDIIC)

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

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

- New custom stainless-steel exhaust elbow 2016

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

- Injectors and valve clearance checked and cleaned 2019

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

Deck, Hull and Tender

Deck equipment:

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

Sails & Rigging

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

Fishing and spearing

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

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Listing Broker

• 011526121231948
• La Paz, BCS, MX 23000

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31' Custom Aluminum Sloop

The Alberg 35 is a 34.75ft masthead sloop designed by Carl Alberg and built in fiberglass by Pearson Yachts between 1961 and 1967.

280 units have been built..

The Alberg 35 is a very heavy sailboat which is a reasonably good performer. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. The fuel capacity is originally small. There is a short water supply range.

Alberg 35 for sale elsewhere on the web:

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• Sailboat Guide

Alberg 35 is a 34 ′ 8 ″ / 10.6 m monohull sailboat designed by Carl Alberg and built by Pearson Yachts between 1961 and 1967.

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 :

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.

By todays standards the Alberg 35 may not offer the latest in performance or much room below decks, but she still delivers fine time honoured cruising qualities. The Alberg 35 is well designed, safe, and capable of serious offshore cruising; best of all she’s good looking and affordable.

Configuration and Construction

As with all Alberg designs and in fact many sailboats of that period, the Alberg 35 derives its ancestry from Scandinavian folkboat influence. These designs are known for their classic beauty, safety and relatively good performance. Expect a springy sheer line, long overhangs, full keel with a forefoot cutaway.

Designed as a racer/cruiser and reflecting the latest thinking of her day, the beam is very narrow beam, only 9 feet 8 inches. The waterline is short at only 24 feet, which is good for light airs, but as the breeze stiffens the waterline will also extend by laying down on her long overhangs.

The hull and deck are of fiberglass construction, a very new material at the time, so hull thicknesses were conservative and heavy, an inch thick below the waterline. The deck is cored in balsa, resulting in a light and stiff structure with good heat and sound insulation, but note the early boats were not end grained balsa with its superior compression strength.

The cutaway keel has 5,300 pounds of lead as ballast which is cast into the keel cavity and encapsulated in fiberglass. The keel-hung rudder is normally on a tiller but some boats can be found with the optional wheel steering.

The boat came with two interior layouts. A dinette layout which has the cabin table dropping to form a wide berth to port while the galley was situated to starboard with a 3-burner stove, an icebox, and pantry lockers. The more commonly illustrated layout has settees to port and starboard of the cabin with the galley situated in the companionway area.

Engine accessibility is good, several panels can be removed to reveal complete access. Water and fuel are located below the cabin sole, the bilge is deep and safeguards against water sloshing into the lockers.

Performance underway is typical of folkboat influenced designs, her narrow beam and slack bilges make for a tender boat. She heels easily to an angle of 25 degrees before stiffening up. Inherent in the long overhangs of the hull shape, the waterline lengthens and so hull speed is in fact faster than the LWL figures may suggest. These designs also have a tendency to hobbyhorse.

The mainsail is known to be a bit large in relation to the foresail, giving the boat a weather helm which becomes particularly strong under a reach. Some owners have fitted small bowsprits to their boats in order to correct for this, while others shorten the long boom to reduce the mainsail.

Where the skinny hull containing deep wineglass sections and a decent displacement pays dividends is in the area of seakindly motion. The boat has a very gentle motion, and is especially seaworthy. Alberg himself cited a story of an Alberg 35 riding out the 1979 storm which claimed 16 lives in the Fastnet race with little fanfare other than battening down the hatches, eating, drinking and playing cards.

Buyer Notes

Watch for delamination in the deck or any water damage to the balsa coring (tap the deck with a mallet and listen for a dull or hollow thud sound). Especially around fittings and stanchions. Check for cracking, bending or movement in the mast compression post and supporting structure. For offshore work some recommend beefing up the bulkhead in this region.

Check tankage, early boats had galvanized tank which will eventually corrode through.

As with any boat of this age check the wiring, if not already completed by previous owners, they will need an extensive rewire.

Links, References and Further Reading

» An article on the Alberg 35 and Alberg 37 , Cruising World Magazine, July 2002 » Alberg 35 Review by Gregg Nestor, Twenty Affordable Sailboats to Take You Anywhere » The Alberg 35 users group, articles and information .

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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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