alberg sailboat data

Great choice! Your favorites are temporarily saved for this session. Sign in to save them permanently, access them on any device, and receive relevant alerts.

• 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

Embed this page on your own website by copying and pasting this code.

Discover Related Sailboats

Blue Water Boats

This collection of capable blue water boats features time-tested sailboats with rich histories.

Cape Dory 36

Spencer 35 MK I

Cape Dory 40

Pipedream 37

• About Sailboat Guide

©2024 Sea Time Tech, LLC

This site is protected by reCAPTCHA and the Google Privacy Policy and Terms of Service apply.

Alberg 30: the Boat

Glenn Brooks, owner of Dolce #318, has compiled a list of Alberg30 Circumnavigations (PDF).

Please support these businesses that support the Alberg 30 Association:

• Racing Commodore's blog
• Cruising Commodore's blog
• Association
• Collaborate
• Maintenance
• Carl Alberg
• Privacy and Other Policies
• Association Supporters
• Brian Palmer's Alberg 30 videos

The Alberg 34 is a 34.08ft masthead sloop designed by Carl Alberg and built in fiberglass by Nye Yachts (CAN) since 1984.

4 units have been built..

The Alberg 34 is a heavy sailboat which is slightly under powered. It is very stable / stiff and has an excellent righting capability if capsized. It is best suited as a bluewater cruising boat. There is a short water supply range.

Alberg 34 for sale elsewhere on the web:

Main features

Login or register to personnalize this screen.

You will be able to pin external links of your choice.

See how Sailboatlab works in video

We help you build your own hydraulic steering system - Lecomble & Schmitt

Accommodations

Builder data, modal title.

The content of your modal.

Personalize your sailboat data sheet

• New Sailboats
• Sailboats 21-30ft
• Sailboats 31-35ft
• Sailboats 36-40ft
• Sailboats Over 40ft
• Sailboats Under 21feet
• used_sailboats
• Apps and Computer Programs
• Communications
• Fishfinders
• Handheld Electronics
• Plotters MFDS Rradar
• Wind, Speed & Depth Instruments
• Anchoring Mooring
• Running Rigging
• Sails Canvas
• Standing Rigging
• Diesel Engines
• Off Grid Energy
• Cleaning Waxing
• DIY Projects
• Repair, Tools & Materials
• Spare Parts
• Tools & Gadgets
• Cabin Comfort
• Ventilation
• Footwear Apparel
• Foul Weather Gear
• Mailport & PS Advisor
• Inside Practical Sailor Blog
• Activate My Web Access
• Reset Password
• Customer Service

• Free Newsletter

Cabo Rico’s Classic Cutter

Bob Perrys Salty Tayana 37-Footer Boat Review

Tartan 30: An Affordable Classic

Ericson 34-2 Finds Sweet Spot

Preparing A Boat to Sail Solo

Solar Panels: Go Rigid If You have the Space…

Leaping Into Lithium

The Importance of Sea State in Weather Planning

When Should We Retire Dyneema Stays and Running Rigging?

Rethinking MOB Prevention

Top-notch Wind Indicators

The Everlasting Multihull Trampoline

Taking Care of Your 12-Volt Lead-Acid Battery Bank

Hassle-free Pumpouts

What Your Boat and the Baltimore Super Container Ship May Have…

Check Your Shorepower System for Hidden Dangers

Waste Not is the Rule. But How Do We Get There?

How to Handle the Head

The Day Sailor’s First-Aid Kit

Choosing and Securing Seat Cushions

Cockpit Drains on Race Boats

Re-sealing the Seams on Waterproof Fabrics

Safer Sailing: Add Leg Loops to Your Harness

Waxing and Polishing Your Boat

Reducing Engine Room Noise

Tricks and Tips to Forming Do-it-yourself Rigging Terminals

Marine Toilet Maintenance Tips

Learning to Live with Plastic Boat Bits

• Sailboat Reviews

Rugged, versatile and handsome, the Pearson 35 has held her value well over the years.

Even to those of us who had begun serious sailing in that era, 25 years ago seems like history. Finisterre , a beamy centerboarder by the standards of the time, with a yawl rig, had won a remarkable three straight biennial Bermuda Races at the end of the 1950s. In 1964 another relatively beamy centerboard yawl, a Pearson Invicta, won again. It was the beginnings of an era of shallow wide boats that not only sailed through a gaping loophole in the popular rating rule of their day but also offered interior space unavailable in the typically narrower, deeper boats that preceeded them.

Thus, in the mid-1960s when Pearson Yachts sought to replace in its line the venerable but “old fashioned” Alberg 35, it chose to do so with a centerboard 35-footer. Retaining the traditional long overhangs, modest freeboard, curved sheer and moderate displacement, Pearson’s in-house designer Bill Shaw put together the Pearson 35.

The 35 was introduced in 1968 and remained in production for the next 14 years. In all, 514 P35s were built, almost all for East Coast and Great Lakes owners attracted by the 35’s shoal draft (3′ 9″ with centerboard up) and “classic” proportions. Even the popular Pearson 30, usually heralded as the enduring boat from a builder otherwise noted for its frequent introductions of new boats and short production runs, remained in production only 10 years, albeit with almost 1,200 boats built. Equally remarkable during an era when builders were quick to make regular changes to existing boats in concert with their marketing departments (and afix a “Mk” whatever to to designate changes), the 35 remained essentially unchanged. A yawl rig continued to be an option and the original dinette layout was replaced by a traditional settee layout, but otherwise the most significant changes were the variety of auxiliary engines used over the years. Thus in talking about the Pearson 35 we can talk about 14 years of production all at once.

A Close Look At The Boat

The success of the Pearson 35 was no accident. Like the Tartan 27, the Alberg 30, and its Pearson predecessors the Alberg 35, Vanguard and Triton, the P35 gave a broad spectrum of sailors the type of boat they were looking for: traditional design, contemporary styling, solid construction, and eminently livable space both in the cockpit and belowdecks. And those same qualities continue to make the Pearson 35 a highly sought after boat on the used boat market almost 25 years later.

Introduced in the midst of the how-many-does-she-sleep era and, with that, the convertible dinette fad, the 35 boasted six berths, only three or four of which promised comfort. It took a number of years but the discomfort of the dinette/double berth combination became evident and the small upper berth became shelf space. Remaining have been the good sized forward V-berths and a reasonable transom (pull-out) berth in the main cabin. In the mid-1970s a pull-out double berth replaced the dinette although it remained better as a single berth with the boat capable of sleeping a total of four without crowding.

Excessive berths notwithstanding, the 35 has a livable interior. However, note that it does not have a navigation table, the galley tends to interfere with the companionway, and the head is small by modern standards. We do not consider any of these shortcomings serious.

Although the interior is more spacious than the average boat of her era (but less so than 35-footers nowadays), perhaps the strongest appeal of the 35 is her cockpit. By any standard old or new it is big (over 9′ long), comfortable, and efficient, equally suitable for sailing or dockside entertaining, especially with wheel steering and a sloop rig to leave it uncluttered by tiller or mizzenmast. The lack of a quarterberth results in sail lockers port and starboard as well as a usable lazerette.

Below, the decor is strictly functional with a fiberglass head and hull liner and lots of Formica, a plastic enactment of the typical decor of the 1970s.

The performance of the Pearson 35 is moderately good (average PHRF base rating, about 180). Like many moderately beamy boats with full keel and low aspect sailplan, she quickly picks up a weather helm as she heels. However, the combination of adjustable centerboard and judiciously shortened sail makes that helm only inconvenient, not annoying, especially if the 35 is equipped with wheel steering. She tends to be at her worse in lighter winds, particularly when seas are sloppy, at her best on a close reach in at least moderate winds, then she feels fast, solid and seaworthy.

Owners report no lack of confidence in the 35, either in her strength or performance, in storm conditions. However, the size of the cockpit is a serious drawback in heavy seas offshore.

The original engine in the 35 was the Universal Atomic 4, about the largest (and heaviest) boat for which that engine is suitable, with the prop in an aperture. By 1975 the Farymann diesel became an option, followed by a variety of Westerbeke and Universal diesel engines. Accessibility to the Atomic 4 was marginal; for the diesels it became next to impossible, prompting the most common owner complaint about the boat: retrofitting a diesel to replace the Atomic 4 is difficult.

The 35 would never be mistaken for a motorsailer, given her succession of modestly powered engines. It would be a shame to further saddle her mediocre light air performance with the drag of a three bladed prop to improve performance under power; backing down will always be “an adventure,” as one owner deems it, regardless of engine or prop.

The spars and rig of the 35 are workmanlike. Owners of yawls extol the opportunity to “get anywhere in anything” with jib and jigger. However, with slab reefing we’d opt for the sloop rig. Sail area is not so large that it cannot be worked even with a shorthanded crew, and “modern” conveniences such as roller jib furling and roller travelers make the task even more feasible.

As a further aid, several owners report having fitted their 35s with an inboard staysail, in effect a double head rig, but the short foretriangle base (“J”) of the 35 would seem to militate against much effectivess from that rig except in extreme conditions.

What To Look For

With the few changes in the Pearson 35 during her long production run, any basic faults with the boat were soon cured in the earliest models. There seems to have been few even of these. Indeed, the 35 is structurally a rugged vessel. As a result, buyers in the market for a 35 should concentrate on the effects of age on particular boats. Following is a sampling of the problems owners report:

– The aluminum ports, fiberglass hatches, and through deck fittings such as stanchions and chainplates are prone to leaking. So too on occasion does the hull-to-deck joint. These are largely annoying rather than serious and no more so than any boat of the vintage of the 35.

– The centerboard boat definitely has appeal, but with that appeal goes difficulties of maintenance including that of the pennant and pivot. Any survey of a prospective purchase should include a thorough inspection of the board, trunk, pivot and pennant.

Incidentally, some owners report having permanently pinned the board up (and wedging them to prevent thunking), but we’d think twice before both compromising windward performance and control of balancing the helm by such a move.

– Gelcoat crazing is a common complaint, although most owners have learned to endure the disfigurement while enjoying the rest of the 35’s aesthetic qualities. Bottom blistering seems about average for 10+ year old production boats.

– The rig is the typically rugged one that Pearson is noted for, and its problems are apt to be largely corrosion and age.

– Check the condition of the auxiliary engine with the help of a professional. The same goes for the fuel tank. Major repairs or replacement are not easy.

Conclusions

If we were looking for a Pearson 35 we would spend our time checking out those built from the mid-1970s and later but not, if price were an object, one of the last ones built. We would want one with the “standard” (not dinette) accommodation plan, a sloop rig, and a diesel engine, preferably a Westerbeke. Cosmetic abuse would not bother us particularly; the basic quality of the boat lends itself to refinishing with polyurethane outside and even extensive refurbishing inside. A number of owners report upgrading of the interior with woods, fabrics and fittings, reducing or eliminating the formidibly antiseptic fiberglass liner and “teak” faced laminate on the bulkheads.

The degree that the Pearson 35s have retained their value—and seem destined to the prospect of paying a high price for an older boat. And on this score, make no mistake; a vintage Pearson 35 in good condition has become one of the more expensive used boats of her type and original price on the market. For the kinds of use she is best suited for—coastal cruising for up to four—she is a rugged, versatile, and handsome craft for which there should continue to be a healthy market for many years to come.

RELATED ARTICLES MORE FROM AUTHOR

Pearsons 35 are easly crossing oceans and circumnavigating so how the bloody hell you classify this strong boat as coastal. It is offshore cruiser you imbecile. Your revue is worthless by missing solid details on the construction.

not fair or called for , to say it is capable for both would be fair description

After watching what this couple went through, not only with regard to this incident, but also others seen in their newer videos, I think I’m crossing this one off my list as a potential boat for anything other than coastal cruising. https://www.youtube.com/watch?v=e6YCq4cz06Y https://www.youtube.com/watch?v=CM9H44M-W4M&t=599s

They ran into something at sea and were holed. Can’t really blame the boat.

Ever watch Atomvoyager’s channel?

He frequently makes the entire compartment under the V berth watertight on the boats he works on.

It isn’t hard to do and it is a really good idea.

Also, anyone that ventures off shore should have materials on board to do external patches. Really not difficult to do in moderate warm seas.

After watching the next video, it seems that it was infact a failure of the hull and not an impact, although given the location, it is safe to assume that past impacts were likely a factor.

So, my question is, should we simply write off all old FG boats for offshore use?

Can this sort of thing be detected before actual failure?

The P35 (and many boats built in the early/mid-70s) had high-resin layups in the glass. On the Pearson, the main freshwater tank sits beneath the v-berth, and abuts the interior of the hull; in heavy seas, that puts a tremendous amount of force on the contact point, and leads to failures.

We’re removing the main tank, using a combination of roving and epoxy to make that compartment stronger, and replacing the tank with a flexible bladder.

Beau and Brandy are sailing offshore with their P35; the compression post support block needs to be evaluated and replaced in some circumstances, and the wooden spreaders should be refit with aluminum ones before heading out there.

We also opted to replace the toerail, which covers the deck joint.

All of this is relatively normal for a 40-60 year old boat. Structurally, she is stout, and is cited as a bluewater boat by many others. Ensuring that she is in good condition is a requirement not unique to the model.

LEAVE A REPLY Cancel reply

Log in to leave a comment

Latest Videos

Bottom Paint Showdown – Six Paints, One Winner!

Tartan 30 | Boat Review

Fuel Contamination? The Baltimore Francis Key Bridge Collapse

Safety At Sea For You & Your Family – The Joe...

• Privacy Policy
• Do Not Sell My Personal Information
• Online Account Activation
• Privacy Manager