ah 30 sailboat

• ÅH 30 -1978

Innehåll ÅH 30 -1978

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ÅH 30 presenterades runt 1974/1975 och tillverkning pågick till 1986. Skroven byggdes av Ågrens båtbyggeri i Kalmar. Enligt uppgift finns troligen uppåt 170 exemplar.Enligt uppgift står ÅH i namnet för Åhgren och Holm. Enligt uppgift uppstod ÅH 30 mer eller mindre som en kopia av Möre 30 som i sin tur av många anses som en kopia av Joker (det som senare blev Ballad). ÅH 30 skiljer sig dock från Möre 30 bland annat åt genom att ÅH 30 har cirka 10cm högre fribord och att överbyggnaden är annorlunda. Enligt uppgift skall det ha varit en tvist mellan tillverkarna av Möre och ÅH 30 på 1970-talet angående plagiering. Vidare anses Nardus 92 vara en kopia av första versionen av ÅH 30. Runt 1979/ 1980 modifierades ÅH 30. Hon fick en något smalare köl och basinrede i plast. Vidare skall undervattenskroppen ha blivit flatare. Enligt uppgift är alla ÅH 30 sålda som halvfabrikat. Detta gör att inredning, storlek på tankar osv kan variera mellan olika exemplar. Enligt uppgift kontrollerades dock tillverkningsprocessen noggrant av säljaren för att säkerställa hög kvalitet på båtarnas skrov. Bland annat tillät man inte att självbyggaren gjorde alla moment vid tillverkningen av skrovet.

• Båttyp Segelbåt
• Konstruktör Lennart Åhgren
• Tillverkare Ågrens Båtbyggeri

Denna båtmodell finns i flera utföranden

• ÅH 30 1979-1986

Konstruktion

Utrustning & Motor

Köp segel till ÅH 30 -1978:

Storsegel från 22 200 SEK Fock från 25 200 SEK Spinnaker från 39 500SEK

Alternativ I: Direkt till babord om nedgångstrappan finns L-format bakvänt pentry. Arbetsbänken används även som första fotsteg. Direkt till styrbord om nedgångstrappan finns en stickkoj. Salong med två längsgående soffor. Toalett mellan salong och förpik. Alternativ II: Direkt till babord om nedgångstrappan finns toalett. Direkt till styrbord om nedgångstrappan finns en stickkoj. För om toaletten finns en dinette. För om stickkojen finns ett längsgående pentry. Toalett mellan salong och förpik.

SRS Klassificering

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Cheetah 30 .

2006-06-03 22:40

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Aeolos AP 30 out of the moulds

• July 18th, 2021

When sailing enfant terrible Hans Genthe, best known as an all-out racer, announced that he is willing and going to build the ultimate pocket racing machine, many people may have laughed. But Hans was dead serious: Founded his own company in Dubai and gathered a team of highly sophisticated and specialized developers, engineers and designers to come together turning his vision into reality. I´ve had the pleasure to talk to him a few weeks ago on the project itself.

Now that the project has been set up, a production facility has been opened, skilled personnel has been hired and trained, machines and tools have been acquired and the whole chain of supplies set up it was time to contact Hans for a second time: Astonished of how fast he was able not only to turn his ideas into a real project with hard numbers but also had he managed to build up a yard from scratch in the mere dust of the desert – to step up a notch: His first Aeolos all-carbon hull neared completion. Wow!

Jumpstart of a Project

Lars Reisberg | NO FRILLS SAILING.com: “Hans, it have been just a few weeks since our last chat – judging by the pictures one can see on facebook the Aeolos-project has taken major leaps forward. Tell me about the current status of the build.”

Hans Genthe | Aeolos Composites: “Yes, pretty fast indeed! We have finished bonding deck and hull of our first boat now. It was fast, but we also took our time with it: With ever step completed paused, retrieved to meetings and spent a lot of recalling, analyzing and improving our methods, checking quality and so forth. We had our focus on the production of the templates. To be honest, this effort has been a little underestimated by us. But investing here will save a lot of time with the next upcoming boats.”

NO FRILLS SAILING.com: “Speaking of the other boats: What is the current status of orders and dealers?”

Hans Genthe: “I am overwhelmed, honestly: We have so many orders and requests, not just people interested, but real orders. It enables us to go forward and set up a toughly organized series production.”

NO FRILLS SAILING.com: “Wow, congratulations! I´ve seen on facebook that some of the major parts of the boat have already been produced: When do you think will be be able to see the first hull married to the first deck?”

Hans Genthe: “As I said, that has been done now.”

NO FRILLS SAILING.com: “Let´s dive a bit deeper into material and production. Aeolos is a carbon-fibre boat: Why Carbon in the first place?”

Hans Genthe: “I´d say that carbon fibres save a lot of weight in the first place. That means that a lot of energy otherwise wasted to accelerate the weight can now be turned into a lot of extra speed. Besides: There simply isn´t any carbon-made production boat for double handed racing on the market available, despite the fact that I´d say that there is demand indeed. Here is our gap and the chance for Aeolos to find a customers.”

NO FRILLS SAILING.com: “Apart from carbon´s lightweight properties, which characteristics of this material are also important for Aeolos? Why do you think carbon fibre makes the best material of choice in boat building?”

Hans Genthe: “For me it´s all about weight. Less weight means less forces. Means less material. Means less cost. Means more customer value. I´d say that it is important that the boat is well engineered. Our stuctural engineering partner Solico is specialized in composite construction and brings in a huge expertise, more than a sole boat design office can offer. Solico is working in a lot of markets, and they have a great overview. Due to that we have been able to save more and more weight time and again in every iteration of the project due to the clever engineering. So, to answer your question in short: It´s all about weight for me.”

Diving into Carbon material characteristics and production

NO FRILLS SAILING.com: “I guess the boat won´t be baked as a monolithic hull: Can you dive deeper into the different properties of sandwich-construction and baking process?”

Hans Genthe: “We have a mix of monolithic and sandwich areas, depending on the requirements of the structural analysis. In some areas sandwich is not useful, more flexibility and monolithic laminate prevents the foam from shearing. The keel area on the other hand bears more than two centimetres of solid laminate. All areas with fittings have solid laminate too. For the sandwich we use also different thicknesses. All foam boarders are tapered to provide a soft transition of forces.”

NO FRILLS SAILING.com: “In which other areas, material-wise, will Aeolos make a difference compared to other boats?”

Hans Genthe: “I know a lot of production boats and pure racers. I have sailed more than a hundred boats myself and I´ve tuned a lot, too. If I compare our boat with these yachts, I am pretty sure we spent a lot more time in the development and laminate plans.”

NO FRILLS SAILING.com: “You are using (at at least writing about a lot) prepreg carbon as principal material. Can you dive deeper into this topic?”

Hans Genthe: “Our big advantage in production is the use of special made prepregs, this is, fibers with resign applied. Thanks to this material you can control the weight of the laminate exactly. With very, very little tolerance. We are using carbon prepregs made by Notus Composites here in the UAE. They develop special materials which we can use more than five days at room temperature before they start curing. That means we have a lot of time to apply the prepregs and the foam very accurately. With pure resin films we can apply additional resin to the foam/carbon connection, which fills the pores of the sandwich and gives enormous strength. All material combinations are tested before in the Notus laboratory.”

NO FRILLS SAILING.com: “After hull and deck have been baked and checked, I guess, the boat will be fitted with equipment, winches and all the bits and pieces: How will the trial program and possible certification processes be like and what is your schedule for this?”

Hans Genthe: “First we will do the painting: Our Production Partner Nova Composites has installed a huge paint booth for this undertaking to which I am very much looking forward to. Thanks to nearly 20 years of experience and collaboration with the German paint brand Alexseal we will achieve a stunning surface quality. The paint process will take approximately two weeks. Fitting the boat another two. We will do a lot of testing on the water, for sure, too. The certification-process on the other hand has started weeks ago. By the way, our production partner Nova Composites is certified according to ISO 9001:2015. To give you a short overview, let me tell you the quality standards under which Aeolos is produced: Classed as a racing boat, OSR Class B rules to be followed, World Sailing Offshore Special Regulations 2019 Category 2, EC Certification KAT A/B, SWISS LLOYD for design and design pressures, ISO 12215-5, Design category A rules will be followed, means update to Class A is simple. We also have ISO 12215-1 for laminate and adhesive material properties 2000, ISO 12215-2 Core material properties 2002, ISO 12215-5 Design pressures, stresses, scantlings 2019, ISO 12215-8 Rudders 2012, ISO 12215-9 Appendages 2012, ISO 12215-10 Rig loads and rig attachments 2020, EC Certification KAT A/B, SWISS LLOYD EN ISP 12212-2 Stability, EN ISO 11812 water pump out, waterproofness, EN ISO 12216 Windows, doors, openings, EN ISO 14945, 14946 badge, payloads and finally the EN ISO 20240 for the skipper manual. Now, that´s some bureaucracy, I´d say …”

NO FRILLS SAILING.com: “Wow. Indeed … You stated that five Aeolos units are already sold off the drawing boards and lately announced the start of an Aeolos 45 footer project: How come? What is the timeline for this big boat?”

Hans Genthe: “Well, the feedback on the Aeolos P30 has been absolutely amazing. Some clients booked building slots already. But the design for the AP30 is finished. We defined a boat development and production process, which we apply for our company AEOLOS as standard. Now our marketing and design team is looking for new tasks, of course. The 45-footer is the logical consequence of a market research. There is no light Racer/Cruiser on the market. Handling a boat that is weighing in just 4 tons is as easy as a normal 35-feet boat. That said, bear in mind that most of the 35-feet Cruiser/Racers are heavier than our carbon rocket will be. We want to get the first AP45 sailing in spring 2022.”

Now, that is quite a task and truly an amazing story to follow: I am very much excited to see the first Aeolos AP30 in the water and under sails, showing her projected capabilities in real life. The pictures look promising, the renderings Hans is posting on facebook on the interior are as well worth at least four more articles on this amazing project. Now, let´s see how Aeolos is doing – looking at the staggering speed at which Hans has come up with this breathtaking project, it won´t take too long, I guess.

You may also find interesting to read:

Hans Genthe on his Aeolos AP30 project

The new Figaro 3, Interview with (sadly gone) Eric Ingouf

Looking at the Dehler 30 OD

• Yachting World
• Digital Edition

First look Aeolos P30: lightweight downwind flyer

• April 1, 2021

Rupert Holmes gets a first look at a new competitively-priced Aeolos P30. A lightweight boat which should offer stunning performance, particularly off the wind

The Aeolos P30 is a competitively priced, but very fast, ‘carbon fun rocket’ aimed at the market for single and double-handed offshore racing, plus inshore racing with a team of up to six people.

It was developed by Dubai-based German engineer Hans Genthe, a double winner of the massively popular Danish 140 mile single-handed Silverrudder race, sailing a Farr 280 .

He has avoided compromising the key concept of a simple and very lightweight, yet robust, boat in order to satisfy the needs of specific rating rules, or to follow popular design trends. However, where it’s been possible to do so within his vision Genthe has optimised the Aeolos P30 for ORC. A heavier version, with a different keel, is also available for IRC.

The result is a lightweight boat with overall displacement little more than half that of some IRC yachts of similar size. Stunning performance, particularly off the wind, is therefore assured.

Aeolos P30 design is optimised for sailing in the Baltic and on the UK south coast

The Aeolos P30 has been optimised for short and medium distance racing in 12 to 14 knots of wind. The thinking behind this decision is that this wind range represents the conditions most frequently encountered in the Baltic and on the south coast of the UK.

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CFD analysis showed the optimal configuration for these conditions to be a single rudder, plus a canoe body with minimal wetted surface area. Even so, the hull shape features many of the characteristics we’ve come to expect in today’s yachts, including a reverse bow and chined topsides.

However, overall the Aeolos P30 is a radically different and more slender shape, with proportionately narrower forward sections and less volume aft.

Easy transportation by road was also part of Genthe’s thinking, so the boat has a retractable keel and the two-part carbon mast can be stepped without a crane.

In common with the theme of simplicity, auxiliary propulsion is via an electric drive, or small outboard motor mounted in a midships well that can be closed off to leave a fair underwater profile.

Specifications:

LOA: 9.14m / 30ft 0in Beam: 2.91m / 9ft 6in Draught: 2.20m / 7ft 2in Light displacement: 1,550kg / 3,420lb Ballast: 800kg 1,760lb / Price: ex VAT €84,000 Builder: www.aeoloscomposites.com

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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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• 12v Demands

Boat Electrics: The Demands of the Domestic System

The subject of boat electrics is a complex one, but the bottom line is that the current draw, battery bank capacity and charging regime must all be matched for the 12volt system to function satisfactorily.

Here we deal with the first part of that equation; calculating the current draw of your of the domestic circuit of the boat electrics over a typical 24 hour period.

Once this is known it's straightforward to assess the required size of the domestic battery bank.

And with that knowledge we can readily calculate the battery charging regime necessary to prevent undue strain on the batteries and keep the whole electrical system ticking over.

Boat Electrics ~ Assessing the Daily Current Draw

To calculate our daily domestic electrical requirement we must first make a list of all electrical equipment on board, and apply a current rating to each item.

If you've got a battery monitor installed in the system and capable of being switched to read amps - like the one shown here - you'll be able, by turning on one item at a time, to read the actual current draw for each item - otherwise you'll have to use a multimeter, or work it out.

Ratings can usually be found on equipment nameplates or in their manuals, and will be expressed in terms of power (measured in watts) or current draw (measured in amps). The relationship between power and current is expressed as: Power (W) = Current (A) x System Voltage (V) To derive amps from watts, simply transpose this equation and divide the wattage by the system voltage.

For example, a 6 watt navigation light bulb in a 12 volt system will draw 0.5 amps - which, if it's switched for ten hour each day when underway will have consumed 5 amp-hours (Ah).

Continuing in this vein for each item of equipment will produce a table much like that shown below, which incidentally, is the one I did for my boat Alacazam.

This calculation though, remains an estimate. For example:

• in cold weather the fridge will draw less power than in hot weather;
• in rough weather the autopilot would use more power than when it's calm;
• hours of darkness will vary with latitude and time of year, affecting current draw for navigation and domestic lighting;
• you'll use the watermaker more when you've got guests aboard etc, etc;
• plus there are start-up currents and other losses that have been ignored.

So it's approximate, but indicates that you'll need to replace around 325Ah each day when you're sailing and 211Ah when you're at anchor.

The underway current consumption clearly presents the worst case scenario, with more power being consumed during the night than during the day. In this example the domestic battery bank will be drawn down by 175Ah during the hour night-time hours - an average discharge of around 14.6A over 12 hours.

So what's the difference between amps (A) and amp-hours (Ah)?

The best way to explain it is by example...

If an appliance drawing 5A was to run for 1 hour, its consumption would amount to 5Ah.

This would be the same as an appliance drawing 1A running for 5 hours - again the consumption would be 5Ah.

So amp-hours are simply the (average) amperage drawn multiplied by the time in hours.

Boat Electrics ~ Power Conservation

In our example there're several things that could be done to reduce the daily consumption:

• LED (light emitting diode) lights. These draw a fraction of the current taken by a standard incandescent light and have an exceptionally long service life. I reckon if the anchor light, tricolour, cockpit light and cabin lights were replaced with LED's then at least 15amps could be shaved off the underway consumption and a similar amount off when at anchor. A further benefit of a combined anchor/tricolour LED light is that you won't have to scoot up the mast to change a blown bulb - a prospect I view with increasing dismay these days.
• The autopilot. If you had windvane self-steering it wouldn't use any power at all, reducing the daily drawdown by a whopping 31%.
• The freshwater pump. Turn it off on passage and use the hand pumps.

You might like to take a look at these...

Understanding Boat Batteries and Onboard Electrics

Sizing your boat batteries to match your 12 volt electrical requirement is only half the story; you need to align your charging capability too. Here's how to get everything right

Will a Marine Solar Panel Make Much Difference to Battery Charging?

Fitting a marine solar panel isn't always the most cost effective 'green energy' method of charging your boat's batteries. If you're thinking of fitting them you should read this first

Controlled Marine Battery Charging for Reliable Onboard Electrics

Here's how to ensure that your marine battery charging regime properly matches the capacity of your boat's battery banks and keeps pace with the daily current draw down.

Which Deep Cycle Marine Battery Best Fits Your 12V Power Requirement?

A Deep Cycle Marine Battery is definitely the way to go, but which type is best? A liquid lead acid boat battery or one of the Valve-Regulated Lead Acid (VRLA) types? Find out here!

Daily Current Draw Calculator

Calculate your Amperage Requirement with this Daily Current Draw Calculator and use this information in selecting the Appropriate Battery for your Boat

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The Aloha 30 is a 30.0ft fractional sloop designed by Ron Holland and built in fiberglass by Ouyang Boat Works (CAN) between 1986 and 1989.

The Aloha 30 is a light sailboat which is a good performer. It is very stable / stiff and has a low righting capability if capsized. It is best suited as a day-boat. The fuel capacity is originally very small. There is a very short water supply range.

Aloha 30 for sale elsewhere on the web:

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American 30

American 30 is a 29 ′ 11 ″ / 9.1 m monohull sailboat designed by Arthur S. Henry and built by American Mariner Industries starting in 1977.

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)

Yanmar diesel available as an option.

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ALOHA 30 Detailed Review

If you are a boat enthusiast looking to get more information on specs, built, make, etc. of different boats, then here is a complete review of ALOHA 30. Built by Ouyang Boat Works (CAN) and designed by Ron Holland, the boat was first built in 1986. It has a hull type of Fin w/spade rudder and LOA is 9.14. Its sail area/displacement ratio 19.63. Its auxiliary power tank, manufactured by Westerbeke or Volvo, runs on Diesel.

ALOHA 30 has retained its value as a result of superior building, a solid reputation, and a devoted owner base. Read on to find out more about ALOHA 30 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, rig and sail specs, auxillary power tank, accomodations, contributions, who designed the aloha 30.

ALOHA 30 was designed by Ron Holland.

Who builds ALOHA 30?

ALOHA 30 is built by Ouyang Boat Works (CAN).

When was ALOHA 30 first built?

ALOHA 30 was first built in 1986.

How long is ALOHA 30?

ALOHA 30 is 7.92 m in length.

What is mast height on ALOHA 30?

ALOHA 30 has a mast height of 11.43 m.

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Aeolos P30, the Small Sailboat You Can Launch Without A Crane

The Aeolos Performance 30“ (Aeolos P30) is optimized for single and double hand sailing and works in a wide range of offshore conditions up to category A. This boat is not only a fast carbon sailboat but also a concept for short-handed sailing at low costs.

The boat is very well optimized under ORC handicap rule, but without compromising performance. With the current ORC rules being so precise now, this boat will be long lasting fast all-around design.

The Aeolos P30 is a long-lasting fast all-around hull design for a very nice price. Ideal for short and medium-distance racing and typical Baltic Sea and Solent conditions – windspeeds 12-14 knots average. The CFD calculations proved that a single rudder and a close eye on the wetted surface are fast under these conditions.

For long-distance racing and heavy wind, you may choose the double rudder option. This boat doesn´t follow the marketing-driven design or rating trends. Sure, the rating issues are important and are very well optimized, but not on the cost of hull performance. The ORC rule becomes better and better, and it means producing waste if you produce a rule breaker.

Slip the Aeolos P30 on a beach

Using the trailer will give you the ability to do a lot more races and training. One weekend you can sail on Lake Garda (Italy), the next weekend Cowes week (UK). During a three-year racing campaign, the running costs are usually higher than the costs of buying the boat. The yard has spent a lot of time reducing the time for launching the boat without the use of a crane. 

This small boat can be launched off a beach or slipway from this trailer. Using the drive-in aids, you are able to put the boat on the trailer while the trailer is completely submerged. The precise cradles for the hull and keel bomb will hold the boat exactly in the spot that holds the ship and securely. After the boat is being retrieved, it is tilted to its transport position. With only 2,5m widths you are allowed to drive on roads globally. The stable tilting device allows the keel to remain in the boat. The low center of gravity lets you drive safe and comfortable.

The Aeolos P30 is ultra-transportable: • mast laying device and divisible mast • retractable keel and rudder • removable, folding bowsprit • tilt trailer (no permission for Italy/Lake Garda necessary) • the boat fits in a open 40″ container

The trailer has a particularly stable tilting device so that the keel can remain on the ship. With this trailer, you can go into the water on the beach. With the boat, you aim towards the bow winch of the trailer and, thanks to the two drive-in aids, you are placed gently and precisely at the exact spot that holds the ship and the keel bomb securely

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Ahmaud Arbery’s killers ask appeals court to overturn their hate crime convictions

ATLANTA — A panel of judges heard arguments Wednesday from attorneys seeking to overturn the hate crime conviction of three white men who used pickup trucks to chase Ahmaud Arbery through a subdivision in Georgia in 2020 before one of them killed t h e Black man with a shotgun . Gregory McMichael; his son, Travis McMichael, and their neighbor, William “Roddie” Bryan, were found guilty of murder  in a Georgia state court in November 2021. They were sentenced to life in prison. After a federal trial, they were found guilty of hate crimes and other charges in February 2022. They did not appear in court Wednesday.

The hate crimes trial centered on the three men’s racial bias — a motive that prosecutors in the state case largely avoided . Arbery’s family and civil rights leaders have likened his death to a modern-day lynching. His death, along with the killings of Breonna Taylor and George Floyd at the hands of police in 2020 , ignited furor over the shooting deaths of Black people and sparked international protests against racial injustice.

In a legal brief filed ahead of Wednesday's arguments, prosecutors said: “As to why defendants chased, trapped, and ultimately killed Arbery, the evidence at trial showed that they held longstanding hate and prejudice toward Black people, while also supporting vigilante justice.”

The three men’s attorneys argue that evidence of past racist comments they made didn’t prove a racist intent to harm.

The attorneys also argued that the hate crime conviction should be thrown out because Arbery was not killed on a public street, which they said is required for the defendants to be found guilty under federal law.

Travis McMichael’s appeals attorney Amy Lee Copeland said Wednesday before the judges from the 11th U.S. Circuit Court of Appeals, and in an earlier legal brief, that prosecutors had not proven that the streets of the Satilla Shores neighborhood where Arbery was killed were public roads, as the men’s indictment charged.

Judge Elizabeth Branch responded that a county official in Glynn County, where the neighborhood is, testified that the streets in Satilla Shores are officially designated public streets. 

A.J. Balbo, Gregory McMichael’s attorney, said his client pursued Arbery because he had seen Arbery on a security camera video, not simply because he was Black. Balbo conceded that Gregory McMichael’s actions displayed “a hypervigilantism.” Before he was killed, Arbery was recorded on security camera videos entering a neighboring home under construction on multiple occasions. None of the videos showed him stealing.

Bryan’s attorney, Pete Theodocion, challenged the attempted kidnapping charge that all three men were convicted of. The government, he said, had to prove that the defendants attempted to confine Arbery against his will and hold him for a benefit. 

“You have to be acting out of a want of a personal benefit,” he said, as he argued that the three men went after Arbery to protect the community from someone they believed had committed a crime.

“The benefit here I think the government alleged was vigilantism, the jury apparently decided that that among other things was the case,” Judge Britt Grant responded.

Branch told Theodocion that she was not sure why a benefit that extends to the community would not also include the defendants, as they were members of the community.

Prosecutor Brant Levine urged the judges to uphold the hate crime convictions.

“I’d like to begin by focusing on what this case is really about, that Mr. Arbery would be alive today had he not been a Black man running on the streets of Satilla Shores,” he said. 

Levine said that there is sufficient evidence to support each guilty verdict and that the defendants would not have acted criminally had they merely questioned Arbery if they believed he looked suspicious in their neighborhood.

“Had the McMichaels driven up to Ahmaud and said, ‘Excuse me, can we talk to you about what you were doing in that house?’ we wouldn’t be here today,” Levine said. “We’re here today because when they went up to Ahmaud, they pulled out their guns, they yelled at him to get on the ground and they chased him. Roddie Bryan blocked his exit from the neighborhood, so he couldn’t leave until, in Greg McMichael’s words, they trapped him like a rat.”

He added: “Why did they take those extreme measures? Why did they terrorize Ahmaud for nearly five minutes?”

Levine also argued that prosecutors had proven that Arbery was killed on public roads.

About three dozen people, including members of Arbery’s family and others from the community, attended a rally outside the courthouse to protest the appeal.

“This hate crimes conviction is so important because it’s the first federal hate crimes conviction in the state of Georgia,” Gerald Griggs, president of Georgia NAACP, said in an interview after the rally. “And so we need to make sure we underscored the reason why people were protesting, the reason why we marched and we voted.” 

Marcus Arbery thanked those who had supported his family since his son’s death. Arbery’s aunt, Diane Jackson, said the appeal had reignited pain for her family. 

“I am so hurt still because when we saw what happened at first, we thought this would be over with now,” she said. “The way they took my nephew’s life, this has destroyed my family.” 

On Feb. 23, 2020, Gregory McMichael and Travis McMichael armed themselves and pursued Arbery in a pickup truck after they saw him running through their neighborhood in Brunswick. Bryan joined the chase in a separate pickup truck and recorded cellphone video of Travis McMichael shooting Arbery in the street.

After the  video  leaked online, it thrust the case into the national spotlight and the Georgia Bureau of Investigation took over the case from local police. The video drew widespread outrage and raised concerns about why it took law enforcement officials more than two months to make arrests.

The appellate judges did not say when they would rule. If the U.S. appeals court overturns any of their federal convictions, the McMichaels and Bryan would remain in prison.

Blayne Alexander is an NBC News correspondent, based in Atlanta.

Janelle Griffith is a national reporter for NBC News focusing on issues of race and policing.

Carla Kakouris-Solarana is a Miami-based producer for NBC News.

Cambridge continues Boat Race dominance with double victory over Oxford

LONDON — Cambridge extended its dominant run in the annual Boat Race with victories in the men’s and women’s events on a polluted River Thames on Saturday.

The men claimed a fifth trophy in six years — to lead 87-81 overall in the race between storied universities Oxford and Cambridge which dates to 1829 — while the women cruised to a seventh straight triumph for a 48-30 overall lead.

Crews had sunny conditions with just a light breeze ahead of launch time for the women’s race. Those pleasant conditions were in contrast to the news this week that high levels of E.coli, which can cause a range of serious infections and other side effects, was found along the course in southwest London.

All crews were issued safety guidance on a range of preventative measures, from covering up scrapes with waterproof plasters to ensuring rowers avoided swallowing any water that splashed up from the Thames.

Oxford won both coin tosses but opted for different starting points.

Both dark blue Oxford shells were seen as favorites for the 78th women’s and 169th men’s races.

The men’s race saw Cambridge take an early lead, Oxford draw level, and Cambridge lead by half a length and 1.52 seconds at Hammersmith Bridge. Cambridge settled into a smooth rhythm and left Oxford even further behind.

Then Cambridge stroke Matt Edge started flailing, his oar only just dipping in the water. Their 10-second lead was enough to hold off Oxford comfortably.

Testing by a campaign group found high levels of E.coli along the 4.2-mile (6.8-kilometer) course. The rowers were advised to use a “cleansing station” at the finish area as well as avoid the post-race tradition of throwing the winning cox into the water.

AP sports: https://apnews.com/sports

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The Dali was just starting a 27-day voyage.

The ship had spent two days in Baltimore’s port before setting off.

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By Claire Moses and Jenny Gross

• Published March 26, 2024 Updated March 27, 2024

The Dali was less than 30 minutes into its planned 27-day journey when the ship ran into the Francis Scott Key Bridge on Tuesday.

The ship, which was sailing under the Singaporean flag, was on its way to Sri Lanka and was supposed to arrive there on April 22, according to VesselFinder, a ship tracking website.

The Dali, which is nearly 1,000 feet long, left the Baltimore port around 1 a.m. Eastern on Tuesday. The ship had two pilots onboard, according to a statement by its owners, Grace Ocean Investment. There were 22 crew members on board, the Maritime & Port Authority of Singapore said in a statement. There were no reports of any injuries, Grace Ocean said.

Before heading off on its voyage, the Dali had returned to the United States from Panama on March 19, harboring in New York. It then arrived on Saturday in Baltimore, where it spent two days in the port.

Maersk, the shipping giant, said in a statement on Tuesday that it had chartered the vessel, which was carrying Maersk cargo. No Maersk crew and personnel were onboard, the statement said, adding that the company was monitoring the investigations being carried out by the authorities and by Synergy Group, the company that was operating the vessel.

“We are horrified by what has happened in Baltimore, and our thoughts are with all of those affected,” the Maersk statement said.

The Dali was built in 2015 by the South Korea-based Hyundai Heavy Industries. The following year, the ship was involved in a minor incident when it hit a stone wall at the port of Antwerp . The Dali sustained damage at the time, but no one was injured.

Claire Moses is a reporter for the Express desk in London. More about Claire Moses

Jenny Gross is a reporter for The Times in London covering breaking news and other topics. More about Jenny Gross

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‘You wouldn’t put your dog in this river’: Boat Race exposes Thames Water failings

Participants in Oxford v Cambridge competition were warned to cover wounds due to risks from E coli-polluted waterway

On a bright, unexpectedly warm afternoon, it would have been easy to assume the crowds that gathered by the Thames yesterday for the 169th Oxford-Cambridge Boat Race were a signal that all remains rosy in the world of rowing and rivercraft.

Couples of all ages stood in the sunshine sipping pints and proseccos, groups waved dark-blue Oxford and light-blue Cambridge flags, and families posed for selfies. All appeared content about the prospects of watching another engrossing competition between the two old rivals – a battle that was eventually won by Cambridge in both the men and women’s races.

But it was not the state of what was floating on top of the Thames that was on the minds of a great many onlookers. What lay beneath was their principal concern. Recently announced studies have indicated the river is now badly polluted with bacteria. As a result, both the Oxford and Cambridge teams were warned not to enter the water and to cover up open wounds they might have on their arms and legs.

This was particularly unwelcome news for one spectator – former Oxford rower Richard Hull, who had come to watch his son take part in the men’s reserve competition.

“I had no worries about contamination when I took part in the Boat Race in 1990. But now everything has changed. The river has become badly polluted. The crews are getting covered with water that gets splashed into the boat, so how you actually just stay healthy during a race is beyond me.”

Joanna Bates, a visitor from Knutsford, was also anxious. “The issue of the river is a worry but it is not just the Thames that is affected. Nearly all our rivers are in trouble.” Gary Hughes, from Bayswater, agreed. “That water – it’s filthy, disgusting. You wouldn’t put your dog in it.”

After the race, the Oxford cox, William Denegri, revealed that three team members had had stomach bugs during the week. He said: “Whether that’s related to E coli in the river, I don’t know. But it’s certainly not helped our campaign.”

The discovery that the Thames is currently badly polluted with bacteria was provided by the campaign group River Action which said last week that it had found “alarmingly high levels of dangerous E coli bacteria” along the stretch of the Thames between Putney and Mortlake where the race takes place.

Thanks to the vast amounts of sewage now being dumped in the Thames, prevalence of the bug was 10 times higher than what is considered to be safe. As a result, crews from both boats were warned not to take a dive into the Thames at the end of the race lest they suffer diarrhoea, kidney failure or sepsis.

And the culprit? Thames Water , which has been found to have been releasing effluent directly into the river and its tributaries on a grand scale. One recent study indicated that the utility firm had pumped at least 72 billion litres of filth into the river since 2020, enough to fill 29,000 Olympic swimming pools.

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For its part, Thames Water, which is facing an uncertain future after shareholders refused to inject fresh equity into the ailing business, has blamed high rainfall for flushing effluent out of its drains and into waterways. The fact that Thames Water has also said it needs to increase bills by 56% to deal with its debts and improve its creaking infrastructure has not helped its image.

Last week, the company’s leadership was denounced as a disgrace by the communities secretary, Michael Gove, and accused of taking excess profits while failing to invest in badly needed infrastructure. Now the renationalisation of Thames Water has become a real prospect. The water industry was privatised by Margaret Thatcher in the 1980s, and if Thames Water is renationalised this would confirm in many people’s minds that the whole exercise had been a very costly fiasco.

The fury that has erupted over the river and its pollution has had one other unexpected result. The Boat Race , an event normally considered by the rest of the world to be a mildly amusing, slightly eccentric piece of British entertainment, found itself being held up as a perfect example of the wounds that Britain now regularly inflicts on itself.

For the first time, Fox News, CNN and other international outlets ran stories about the race’s buildup. As Thursday’s New York Times put it: “The warning is stern: Do not enter the water. Not because of the tide. Not because of sharks. Because of the sewage.” For its part, CBS talked about London’s “sewage-infused” Thames.

The image evokes grim parallels, a point that was stressed yesterday by the rower Richard Hull. “I once rowed on the Bosphorus, and all around there was excrement and dead animals floating in the water. It was very disturbing. Is that going to happen here?”

• The Boat Race
• The Observer
• Thames Water

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