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Hull #44
Completely restored and fit to make a crossing.
Currently on the hard to facilitate inspection, can be dipped upon purchase or sea trial deposit.
Interior
-Im a traditionalist so everything was restored to its original beauty and any additions made to match original aesthetic.
-old cooler unit was rebuilt and now houses a cold machine reefer unit a huge luxury on such a small boat
-new shelving and locker access was added to port and starboard settees
-interior painted with interlux
-all lockers and stowage compartments restored and painted
-led lights installed where applicable
-new galley and V birth lighting fixtures
-cushions all recently re-upholstered using sunbrella marine canvas
-new canvas curtains
Head
-Older unit that never gave me trouble once I replaced all gaskets with a rebuild
-New Jabsco unit can be included at no cost (never got around to install)
-10 gallon holding tank
Equipment: On deck
-Kiwi grip non skid just applied
-Interlux yacht enamel just applied
-all new stainless stanchions
-dyneema life lines
-newly installed aluminum toe rail
-new 3/8 cast acrylic dead lights
-newer Bimini and mainsail cover
-free boards just painted and water line raised (3 coats barrier)
-all chain plate and deck fittings recently removed and reinstalled with fresh butyl and 316 ss fasteners
-all brightwork recently refinished with 4 coats of petit captains varnish
-new cowl vents (1 season)
-new tiller
-new winch bases
-taff rail rebuilt last season
-cockpit lockers freshly painted
Navigation equipment
-new B&G Vulcan 7 display and chart plotter
-new airmar transducer
-New B&G VHF
-self steering wind vane (handmade by professional carpenter works amazingly well)
-brand new tiller pilot st 10,000
-new LED nav lights
-new Ritchie bulkhead mount compass
Sail Closet
-storm jib
-working jib 110 (newer Doyle less than 3 seasons)
-spare hank on jib
-fully reefed mainsail (newer Doyle less than 3 seasons)
-spare main still good condition
-asymmetrical spinnaker
Running rigging
-all recently replaced
Standing rigging
-all recently replaced, only two seasons
-sized up on all shrouds
Anchor locker
-25# delta spade
-25# danforth
Electric
-All recently rewired
-2 batteries
-200 watt solar
-Victron 75/15 charge controller
Below the water line
-6 coats barrier coat interlux 2000
-3 coats total boat underdog ablative
-All thru hulls recently inspected 2 replaced with g10 backing plates
-new rudder , rebuilt 5 years ago
Auxiliary Power
-I removed the inboard diesel in favor of an outboard well inspired by James Baldwins design
-tohatsu sail pro 6hp still under warranty
-worked amazingly well and the extra space from the inboard diesel is invaluable if doing any long term cruising
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
A more accurate formula devised by Dave Gerr in The Propeller Handbook replaces the Speed/Length ratio constant of 1.34 with a calculation based on the Displacement/Length ratio.
Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio.311
Hull Speed = Max Speed/Length ratio x √LWL
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
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
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
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 Beam1.33)
This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.
CSV = Beam ÷ ³√(D / 64)
From BlueWaterBoats.org:
“A legend in it’s own time”, that’s the description John Vigor made about the Alberg 30 in his book Twenty Small Sailboats to Take You Anywhere. And indeed the Alberg 30 has garnered a huge following with an active community of owners in North America. It’s an unmistakably traditional boat with long overhangs, a narrow beam, and a full cutaway keel-attached rudder, a design harkening back to the early 60s that’s forgiving to sail and seaworthy enough to cross oceans. This 30-footer has many circumnavigations to its credit, perhaps the most notable being that of Yves Gelinas, who made an award winning film of his circumnavigation in Jean du Sud.
The Alberg 30 story began, when in 1961, a bunch of Scandinavian style folkboat owners from Toronto’s National Yacht Club got together and approached Whitby Boat Works to design and build them a boat that was bigger. For the design, Whitby Boat Works in turn approached Carl Alberg (1900 – 1986), at that time one of America’s leading yacht designers.
The brief that was given to Alberg was for a boat built from fiberglass that would sleep four. The configuration had to have a full keel, a practical cockpit, and an interior that had full standing headroom interior and a decent galley. The boat that resulted was the Alberg 30 which was introduced in the following year of 1962.
While the boats were being built a group of sailors from Washington DC inspected the Alberg 30 at Whitby Boat Works and left with firm orders for 15. Another group from Annapolis left with orders for 12, the production run continued into what has become a one of the longest runs on record tallying over 750 boats through a 22 year period. Today Alberg 30s can be found scattered over all parts of the world, but mainly concentrating around North America and particularly in Chesapeake Bay where a vibrant owners association has approximately 250 members.
The Alberg 30 is classic design from the 1960s period when many boats were transitioning from wood to fiberglass construction. Narrow beam, low freeboard, large overhangs, and a full keel with a cutaway on the forefoot and a rudder directly attached were the order of the day. When looking at the history of how the boat came to be, it’s not surprising the design is heavily influenced by the Scandinavian folkboat style, Carl Alberg himself being a Swedish born American.
By modern standards the boat’s narrow beam and low freeboard means the insides will seem extremely small and cramped however this traditional approach to seaworthiness pays dividends in rough seas with a hull that is ultimately stable and seakindly.
Berths accommodating a crew of four are divided into two areas, two in the v-berth, and two in the main saloon area. In between is the head.
The galley is situated in the well vented space at the back of the saloon below the companionway where the cook can be a part of the social happenings outside in the cockpit when under anchor.
The boats are solidly built. It was a time when fiberglass was the new wonder material and pioneering a new material meant construction was pretty conservative. That translated into lots of glass fiber and lots of resin. The fiberglass was hand laid and polyester resin was used. Early decks were cored with Masonite, which gave way in favor of balsa after 1970.
The mast is deck-stepped and supported originally by a laminated wooden beam on early boats, which over the years have proven to be a weak point. Boats produced from 1970 changed over to an aluminum beam encased with fiberglass. It’s not uncommon to find early boats to have been retrofitted with aluminum supporting beam.
Though the original design by Alberg called for lead ballast, the boats were instead produced with iron ballast encapsulated inside the keel cavity. This resulted in early boats being quite tender and more ballast was added to subsequent production to correct for this.
The Alberg 30 has been described as a forgiving boat to sail. In its day it would have been considered a relatively quick boat, being designed to be raced under the Cruising Club of America racing rules, but don’t expect modern day performance. The boat will not point particularly high to windward, the best point of sail is reported to be a beam reach to close reach. Expect some amount of hobby-horsing.
As conditions get rougher, the Alberg 30’s seaworthiness starts to shine, with its narrow beam the boat tends to slice through the waves where modern designs which favor beaminess and high freeboard will get thrown around. In more extreme conditions, the classically seaworthy design is well suited for heaving-to or laying ahull without complications.
Advice can be sought from the active community of owner associations. Particular areas for inspection are listed below:
As of 2010, the asking price of Alberg 30s generally range from $15k-$30k USD depending on their condition as much as their year of build. There are the odd examples that are asking much higher prices having undergone very extensive rebuilds and presenting themselves in “as new” condition.
This listing is presented by SailboatListings.com. Visit their website for more information or to contact the seller.
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