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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• Sailboat Reviews

Carl Alberg’s Ageless Commander

Pearsons rugged, soulful daysailer turns 55 without missing a beat..

In the early 1960s, building boats designed by Carl Alberg, Philip Rhodes and Bill Tripp, Pearson Yachts was on a roll. The Alberg-designed Triton had been the catalyst; its debut at the 1959 New York Boat Show had been a runaway hit, and by 1964 it was all hands on deck at the former textile mill in Bristol, R.I. Beyond filling many orders for the 28-foot Triton, the Pearson factory was producing-often at the rate of one model per-day, or more-the Ensign, Alberg 35, Rhodes 41, and Invicta, all of which in 2019 are considered Classic Plastic. The 38-foot Invicta won the Newport Bermuda Race in 1964, the first-ever fiberglass boat ever to do so. The Pearson cousins, Clinton and Everett, whod once built dinghies in a Seekonk, Mass., garage were a bonified success story 10 years in the making.

In 1964, however, the companys course would be forever altered. By then Grumman Industries, the military aircraft manufacturer, owned a controlling interest in Pearson, and they werent happy about the $100 per-boat royalties they paid their chief designer, Carl Alberg. Alberg was by then making around $40K per year under this arrangement, which was quite a bit of money. The stubborn Swede wouldnt capitulate; it was time for him to hit the bricks. Next to go was one of the companys founders, Clinton, whod never really adjusted to working for Grumman. Not to worry: Both he and Alberg would land on their feet, Alberg later producing iconic designs for Clintons new business down the street, Bristol Yachts. As ever, Alberg continued to design boats for other companies over what would eventually become a long, hallowed career.

From the chaos of 1964 emerged a 26-foot daysailer at the Pearson yard that Alberg would later choose as his own personal boat. Called the Commander, it was essentially a Spartan, daysailing version of the Pearson Ariel-same hull, with a shorter coach roof and a nine-foot cockpit-that had been in production since 1961. In his dotage, Alberg could be spotted in and around the waters of Marblehead, Mass., aboard the Commander he named after his wife, Alma . Considering the many fine designs to emerge from Albergs board, many of them smallish boats capable of being singlehanded, that he chose this particular boat seems significant.

In total, Pearson Yachts built 310 Commanders between 1964 and 1967. The folks who notice such things have, over the years, pointed out that the boats aesthetics and hull are eerily similar to the Hinckley 21, a wooden 28-footer Alberg designed many years earlier while working for John Alden. Both the Hinckley 21 and Pearson Commander-long and lean, with large overhangs, cutaway full keels and low sheer-owe much to the Nordic Folkboat, the characteristics of which Alberg reportedly admired. Like the Folkboat, the Commander is a well-mannered, sea-kindly boat that usually gets you where you want to go, but whose performance these days, as compared to other boats her size, is rarely described as scintillating.

It was different in the 1960s, though. Other qualities trumped performance. From Pearson literature at the time: Commander is 26 feet of stiff, able, comfortable and fast boat. She’ll tickle the turnbuckles of any skipper who wants to lead a double life. . . . She takes to blue water like she was twice her size!

Long-lasting was a big deal back then, and fiberglass being a relatively new kid in town, the material delivered, as promised. Some might even say to the industrys detriment. Certainly it would work against Pearson in later years, when the company would essentially be competing for market share against some of its own boats.

In 2019 the Pearson Commander is over 50 years old and many of them –lovingly maintained, and even actively raced in a fleet on San Francisco Bay – have survived the ravages of time. With so many boats by so many different designers out there at around 26 feet, its not hard to imagine why so many Commanders still exist, and why Alberg himself was particularly fond of the design. The reason? Theyre pretty. Simple as that. And, beyond their classic good looks, which evoke a special time in the history of yacht building, theyre easy and fun.

Construction

Much has been made of early fiberglass boat construction and the tendency to overbuild using fiberglass, a material that didnt yet have a track record. The Commander was built during this era, her single skin hull of multiple layers of 1 -oz. mat and 24-oz. woven roving. The thickness of the glass, depending on which part of the boat youre looking at, varies from 1/4 to 7/8.

The hull is stiff; on poppits or rafted up you wont see it flex. The hull/deck attachment is a simple butt joint thats been taped and glassed, and sealed with a durable caulk. Despite not being mechanically fastened, this aspect of the boats construction is rarely mentioned as a weakness. Leaking has been reported on boats in which the caulk has dried out. A stainless steel rub rail is screwed into the joint.

There are no keel bolts: The hull is a single-part mold with the ballast (2,500 lbs.) dropped in after the hull and keel were fabricated. A layer of fiberglass holds everything in place. All in, the boat displaces about 5,400 lbs. In Commander models ordered with an outboard engine well (the majority), two lead pigs in the bilge compensate for the weight of the missing engine, which would have likely been an Atomic 4. Commander owners wishing for a livelier sailing experience often remove the pigs, with no ill effects save the boat becoming a bit more tender.

The deck is cored with end-grain balsa. Boats with lifelines are prone to deck rot if stanchion bases havent been re-bedded over the years. Removing the deck skin and replacing the core is time-consuming and expensive, though not necessarily a deal-breaker, especially for hands-on buyers.

In early Commanders there was no bridge deck. This made access to the cabin easier, but was eventually deemed unsafe and remedied late in the Commanders run, around hull no. 224. None of them have bulkheads between the aft lazarettes and the main cabin. Today this arrangement is generally frowned upon since, in the event of a broach, water can pour straight through an unsecured lazarette into the main cabin. Concerned owners add seals and latches to the lazarettes.

Replacing the original cockpit coaming boards – which serve as convenient backrests and keep water out of the cockpit-is harder than it looks. A surprisingly tough polysulfide bond awaits anyone lucky enough to remove the many screws that hold the coaming in place.

The Commanders mast-the same mast used on the bigger Triton- is deck-stepped with a compression post in the cabin that ultimately rests on the keel. The mast step on most Commanders is a wooden laminate with a cross-shaped cutout underneath to accommodate deck hardware. Wooden mast steps original to the boat, if not meticulously maintained, are often ugly, though not necessarily compromised. Replacements are no longer available. While they can be reproduced easily enough, quite a few owners have elected to machine new ones out of aluminum, the same material used by the Pearson yard in later Commanders.

The rudder is attached to the keel and hung on a bronze shaft. The blade itself is made of three pieces of mahogany through-bolted to the shaft and tied together with straps. While the rudders themselves have proven durable over the years, and fairly low-maintenance, prospective new owners should check the rudder bearings, shaft and shoe. Rudders have been lost due to failed shafts. When replacing a shaft, always use bronze to match the shoe and OEM tiller head.

On boats with brass seacocks in the bow-part of the original straight-in/straight-out head system (now illegal in most harbors)-be sure the grounding wires are still attached. At stake is the structural integrity of the exterior flange/strainer.

Many Commander owners remove the seacocks. Original turnbuckles are bronze/chrome. The stainless steel stays and shrouds, if original, should be inspected, as well as the chainplates. Over the years the backstay chainplate, in particular, has undergone much scrutiny. This is because its through-bolted to a small hanging knee thats tabbed to the stern, but not the deck.

Because of its location in the aft lazarette, where an outboard engine often resides, its also prone to having its fiberglass scraped off by an overly large motor, which can create a potential spot for water ingress. This, the free-floating aspect of the knee, and the structures relatively small size are the reasons some owners modify and strengthen this attachment point. That said, its location in the aft lazarette also makes the fix fairly straightforward.

The Commanders interior-settees, sink, cabinetry, etc.-is made of plywood taped to the hull. Done correctly this provides a strong internal support structure, and gives the Commander owner ample leeway for home-spun modifications. While proper building specs were generally followed at the factory, such as peeling the plastic laminate on the hull where plywood is taped for better adhesion, the aesthetic result isn’t always perfect. Wrinkled cloth and frayed edges are fairly common. The interior trim and cabin sole are teak; the bulkheads and cabinetry are covered in a faux-teak plastic laminate. The laminate itself has proven remarkably durable over the years, but just try getting paint to stick; extensive sanding and prep work is de rigueur.

The straight-in/straight-out original head is located below the v-berth, and the boats water tank, as well. Forward of the v-berth is the boats anchor locker, which is accessible only from this space (theres no hatch on deck). Headroom below is 51. Again, think Spartan. The good life is topside. Below, for the most part, is for sleeping or getting out of the rain.

Performance

Life in the Commanders cockpit is good . . . unless, of course, youre motoring. The clamshell vents on the aft lazarette don’t adequately ventilate the engine, which means that most of your motoring must be done with the hatch open. Close the hatch, and your motor is soon gasping for air. Novel ways have been created to introduce more air to the lazarette, or to pipe exhaust outboard, all in the name of peace and quiet. Its not just an issue for the Commander; most boats with outboard engine wells suffer the same problem. The solution is to sail more and motor less – to put the auxiliary back in auxiliary engine.

Backing the Commander down can be squirrelly due to the outboard motors proximity to the rudder and the boats full keel. Physically turning the motor in the direction youre trying to go, as though on a dinghy, helps. Moving forward under power, while using this same technique (turning both the rudder and motor in the same direction), allows you to turn the boat in an extremely tight radius. A modern 6-hp outboard will push the Commander at hull speed in light conditions.

Because of the Commanders narrow beam she might, at first, seem tender. But then her high ballast ratio kicks in and she settles down nicely, even in a fairly strong breeze. According to one former Commander owner, Antonio Rico, who sailed his Mephisto Cat in San Francisco Bay when he lived there, Commanders are stiff and heavy — they love a good blow! The breeze in San Francisco Bay is consistently 25 knots and I was among the last to reef the main, though I didnt have to very often. That said, the Commander has low freeboard, so going upwind they do keep you quite moist.

And, of course, once the boat starts to heel, its long overhangs are immersed and the waterline increases, thereby improving theoretical hull speed. The Commanders displacement/length ratio of 360 puts the boat in the very heavy category. However, in a seaway she wont bounce like many modern yachts her size, and thanks to her full keel she tracks as though on rails. Her 16.8 sail area/displacement ratio is good enough to keep her moving in a light breeze, especially with a large headsail.

As on many Alberg-designed boats, the Commanders mast is well forward and the main is large. In a blow, to prevent weather helm, the prudent sailor reefs the main before reducing headsail.

After Carl Alberg himself, Zoltan (Gyurko) Istvan is probably the most famous former Pearson Commander owner. His trip in the 1990s from California to Greece on The Way, took him across the Pacific and the Indian Oceans, up the Red Sea, and into the Mediterranean. In the Pacific he survived a mid-ocean storm, and off Vanuatu he bounced across a large reef (twice), the boat not much worse for wear. Several Ariels–the cruising version of the Commander-have made long ocean voyages, at least one each to France, Australia and to Hawaii and back from California.

This is not what the Commander was built for, of course. Its far more at home in coastal waters, where Alberg sailed his Alma , or in an enclosed space like San Francisco Bay, with wind enough to spare. A decent Commander can be bought for as little as $1,000; one thats been meticulously gone over and properly outfitted? Expect to pay no more than $6K.

Commanders are simple, easily modified, fun to sail, and still-after all these years-capable of turning heads. As such, fans of full-keeled designs from the 60s might give the Commander a look, or anyone on a budget looking for a plucky little daysailer.

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Pretty to look at and tough to boot, this classic cruiser makes a fine family boat

By the time the first Alberg 29 came off the production line, Alberg had designed dozens of successful boats, beginning with Malabar Jr. in 1935. Alberg’s Triton and Sea Sprite, both launched in 1958, were well received and became icons of their era. The still in-demand Alberg 35 followed in 1961.

In partnership with Pearson Yachts, Alberg designed the Ariel 26, the Alberg 30 and the wildly popular Ensign, all in 1962. The Bristol 27, also built by Pearson, arrived in 1966, and then in quick succession the 19-foot Typhoon and the Alberg 37 in 1967, and the Alberg 22 and 23 in 1970. 

With such a sterling track record, almost any boat designed by Alberg received acclaim and acceptance, and the Alberg 29 was no different in 1976.

Nye Yachts built 80 of the rugged sloops between 1976 and 1985. The late Alan Nye Scott was at the time also president of J.J. Taylor, the company responsible for producing the Canadian-made Contessa 26 and Contessa 32. Nye Yachts launched the Alberg 34 in 1985, shortly before the business closed in 1986.

The Alberg 29 has proved its mettle over the years. Gordon Applebee, former owner of the Alberg 29 Long Reach , undertook an extensive refit and in 2012 sailed the boat transatlantic from Canada to Europe in a well-documented voyage. The boat has always exhibited bluewater capability.

Potential buyers often ask what makes the Alberg 29 different from other boats designed by Alberg, particularly the Alberg 30. The answer typically leans toward its shorter overhangs, increased interior volume, a keel-stepped mast, and a more modern look compared to the more traditional Alberg designs that preceded it. 

First Impressions

Sailors fond of boats with graceful overhangs are often quick to recognize the work of Carl Alberg, and the Alberg 29 is no exception. It has all the features a sailor dreaming of coastal cruising or setting out on longer passages might want or need. 

A masthead sloop, the boat looks graceful yet solid, and that’s precisely because it was built for sailing in heavy weather. It appears balanced, with two large portholes on each side of the cabin and three smaller portholes on each side of the coachroof. There’s a sense of composition, style and continuity, unlike some modern yachts, which can resemble a museum of windows. Wheel steering, sensible T-shaped cockpit, bow pulpit, sturdy double lifelines and plenty of grab rails on deck contribute to the boat’s overall sense of capability.  

Construction

The Alberg 29 was built to exacting standards, and the hull, deck and interior exhibit master craftsmanship. The solid hull is hand-laid fiberglass mat and roving, the deck a sandwich of balsa wood between layers of fiberglass. The boat’s lead ballast is encapsulated. Most fittings are stainless or bronze. The joinery and other woodwork below deck are occasionally described by owners as near museum quality.

What to look for

Like any older boat, the Alberg 29 can suffer from deck delamination, mostly due to water infusion at the chainplates or where other deck hardware has been attached. After more than 40 years at sea, the boat’s seacocks and other through-hull fittings are likely in need of replacement. If the caulk has degraded at the deck fittings, it may be time to rebed. 

Some owners contend gelcoat blistering is common, which usually requires deep sanding or peeling and the application of a new barrier coat. Engine problems often depend on how well the previous owner maintained the machinery. Look for worn belts, brittle hoses, oil leaks and clogged filters, all signs pointing to a lack of maintenance.

The boat has wheel steering so its control cable should be inspected for wear.

The Alberg 29 is a masthead sloop with aluminum mast and boom. The T-shaped cockpit is roomy enough for four adults while the helmsman stands aft of the destroyer wheel. 

Double lifelines and a stainless bow pulpit and stern rail suggest safety, as do multiple wooden handrails fastened to the deck. The boat has a cast bronze bow. Cleats and chocks at the bow, amidships and stern are also bronze. The mast and boom are extruded aluminum. The mast is stepped to the keel for strength.

Originally the boats were outfitted with two bronze halyard winches with bronze handles and a pair of two-speed bronze genoa sheet winches. The boat has jib/genoa track and fairleads.

The cockpit shape allows unhampered movement forward by the helmsman when single-handed sailing. The cockpit has large, self-bailing drains and seat locker storage. 

The cabin interior is teak and oak, with a teak-and-holly cabin sole. Cabinetry and joinerwork is of the highest grade. The forward cabin includes a V-berth for two adults, with shelves, drawers and storage in the forepeak. The cabin has a settee and a double berth. Headroom is 6 feet 2 inches. There is no excess of interior volume for storage or daily living despite the manufacturer’s boast to the contrary.

The galley has a stainless sink with freshwater pump, insulated icebox, and a gimbaled stove with oven. There are lots of drawers, cupboards and a dish rack. The boat carries 30 gallons of fresh water.

The head is located to port with a counter sink to starboard, where it shares space with a hanging locker. The amidships shower sump pump was optional.

The original Alberg 29 was fitted with two-cylinder, 15-horsepower inboard Yanmar diesel with reduction gear, water-cooled exhaust, and control panel that is easily accessible from the helm. The engine compartment is large enough to allow servicing. The boat has a 12-gallon fuel tank. The hull speed has been estimated at 6.3 knots. 

The Alberg 29 owners’ association notes the standard design features “a shorter waterline and long counter, which adds speed in both light and heavy air.”  The owners point out the full keel “provides tracking ability and comfort in a seaway, which few other designs can match.”

According to the 1980 sales brochure from Nye Yachts, the Alberg 29 “is a more modern hull with increased stiffness, resulting from firmer bilges, increased beam, and the fact that her fullness is further aft.”

Additionally, “a deeper draft and wider keel lowering the center of the lead ballast by several inches, along with the higher ballast-displacement ration, contribute to the boat’s stability.”

Owners say the bow is finer than on other designs and the keel more cut away, reducing wetting surface. The beamier hull provides comfort in a seaway.

The Alberg 29 is a well-designed, strongly constructed cruising boat that’s rich in craftsmanship and known for its bluewater capabilities.

SAILING’s Value Guide

(5-sailboat rating system)

PRICE:  The price of the Alberg 29 can range from $30,000 in pristine condition to less than $20,000 for an older model in good shape. (3 Sailboats)

DESIGN QUALITY:  Carl Alberg designed this full-keel boat near the end of his illustrious career. Like almost all of Alberg’s boats, it offers an elegant sheer, low coachroof and classic sailplan.  (3 Sailboats)

CONSTRUCTION QUALITY: The Alberg 29s were built by Nye Yachts in Canada. Robustly constructed, they featured hand-laid fiberglass matt and roving throughout the hull, with a laminate design. The mast and boom are extruded aluminum. The mast is stepped to the keel for strength.  (3 Sailboats)

USER-FRIENDLINESS:  Despite the boat’s relatively small size, wheel steering is standard, which many owners contend is a plus when sailing short-handed. Like most Alberg boats, the full-keel hull is designed for a comfortable ride, with a shorter waterline and long counter adding speed in both light and heavy air.  (4 Sailboats)

SAFETY:  Heavy-duty hardware and double lifelines, along with nonskid decks, add to the boat’s sense of topside safety. The beam is wide enough to allow for crew making sail changes, anchoring or performing other foredeck tasks.  (3 Sailboats)

TYPICAL CONDITION:   Although it was a production boat, it was solidly constructed and carefully crafted, which suggests typical condition will be better than other boats of the same vintage.  (3 Sailboats)

REFITTING:  Owners have cut out sections of the deck where moisture was evident. Some rewired the entire boat, addressed engine oil leaks and replaced tired standing rigging.   (3 Sailboats)

SUPPORT: Information and support are available from a website dedicated to the Alberg 29. (www.twentynine.ca). The Great Lakes Alberg Association is also active and there is an annual Alberg Design Rendezvous in the Pacific Northwest.  (2 Sailboats)

AVAILABILITY: Eighty Alberg 29s were built by Nye Yachts between 1976 and 1985. Only three were for sale in the United States in late winter and a few more in Canada. It has been noted Nye Yachts began numbering Alberg 29s by starting at 100, which would be hull No. 1.  (2 Sailboats)

INVESTMENT AND RESALE:   The Alberg 29, perhaps due to trust in the designer and the builder, continues to hold its value and remains in demand long after the last boat came off the production line.  (2 Sailboats)

OVERALL 'SVG' RATING: 3 Sailboats

LOA 29’3”; LWL 22’3”; Beam 9’2”; Draft  4’6” ; Displacement  9,000 lbs.; Ballast 4,000 lbs.; Sail area  416 sq. ft.

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Alberg 30: the Association

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Carl Alberg

From BlueWaterBoats.org :

Carl Alberg (1900 – 31 August 1986) was a Swedish born yacht designer best known for his influence in early fiberglass boats.

His formal training came from two years of sailboat design courses at Chalmers University of Technology in Gothenburg. In 1925 he moved to Lynn, Massachusetts in the United States where he began working as a rigger then later as a spar maker. It was there that he met John Alden who hired him as a designer.

“I enjoyed working with Alden very much. He was a wonderful guy, pleasant, calm, never getting excited, and I learned quite a bit from working with him. His designs were conservative. He concentrated on seaworthiness, comfort and boats that would sail on their bottoms, and that’s pretty much what I’ve tried to do with my boats.” – Carl Alberg

During World War Two, his tenure at Alden was interrupted to work for the Navy at the Charleston Naval Shipyard. Upon his return, he designed the U.S. One-Design and by 1946, he left Alden to start his own design firm.

His fame as a designer however can be attributed to his work with two Pearson cousins, Clint and Everett. Alberg asked about building one of his designs in fiberglass, which resulted in the 28 foot Pearson Triton 28 and the birth of Pearson Yachts. Alberg went on to design many models for the Pearson cousins, including the Bristol 28 which was the first model for Bristol Yachts (also started by the Pearson duo).

Perhaps his most famous design, and also one of his earliest, is the  Alberg 30  which was built by Whitby Boatworks in Canada as a one design club racer. This boat went on to make a record breaking production run of over 750 boats spanning 22 years and is now known as a popular bluewater capable cruiser.

Alberg also had a fruitful partnership was with Cape Dory Yachts who produced 10 different models of his design.

Carl Alberg’s plans are now owned by the Peabody Essex Museum in Salem, MA USA.

Links & References

»  Carl Alberg biography  at Alberg30.org » Carl Alberg’s Wikipedia entry »  Carl Alberg – His wholesome designs sailed us into the age of fiberglass  by Brian Hill, Sailing : The beauty of sail (magazine), Feb 1984.

56 Sailboats designed by Carl Alberg

South Coast 22

Typhoon 18 (Weekender)

Pearson Ensign

Sea Sprite 23 (Daysailor)

Bristol 19 (Sailstar Corinthian 19)

Pearson ariel 26.

Cape Dory 28

Cape Dory 30C

Pearson Electra

Pearson Commander 26

South Coast 21

Cape Dory 27

South Coast 23

Cape Dory 25D

Cape Dory 22

Cape Dory 36

Cape dory 36 kth, aeromarine triton.

Typhoon 18 (Daysailer)

Cape Dory 33

Cape Dory 31

Cape Dory 26

JouËT Triton

Cape Dory Typhoon SR

Coastwise Cruiser (#675)

US One-Design

Cape Dory 330

Malabar JR. (1939)

Hinckley 21

Cape Dory 40

Odyssey 30 (alberg).

Cape Dory 32

Cape Dory 45

Cape Dory 30K

Sea Sprite 23 (Weekender)

Robinhood 36.

Robinhood 40

Corinthian 19 (Alberg)

Kittiwake 23

Northbridge eclipse (southcoast), north american 22, triton (pearson) yawl.

Pearson Triton

Pearson hawk 16.

Typhoon 18 (Naugus)

Eclipse 6.7 (southcoast).

Bristol 27 (Weekender)

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