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Seller's Description

This is a very rare Bluewater Yachts factory finished boat.

A traditional Nordic design from the pen of renowned naval architect Colin Archer. The Bluwater 38 is a very rugged fiberglass version of the Ingrid 38, one of the most beautiful traditional designs ever created. These double enders are built to withstand heavy weather and her full keel gives her incomparable directional stability. Balance the sails and her course will remain true without a hand on the tiller. There were only 150 of these head turning vessels ever built. Very low time Westereke(1080 hours). There is nothing on the water that will increase your heart rate like a cutter/ketch under full sail. From her massive teak bow sprit to her canoe stern “BOUNTY” is a piece of ocean crossing art. She is outfitted for single handed passage making. Unfortunately the owner’s plans have changed and she is reluctantly for sale. She is docked in the water at our exclusive brokerage marina in beautiful Oriental, NC. Make an appointment to see her very soon.

CONTACT:

MIKE & NANCY DRAUGHAN 336-601-5970 CELL

ROBERT & STACY HALL 252-622-1292 CELL

Please contact Mike Draughan at (252) 249-0090

Additional Specs, Equipment and Information:

Boat Name
BOUNTY

Specs
Keel: Full

Dimensions
LOA: 38 ft 0 in
Beam: 11 ft 4 in
LWL: 32 ft 6 in
Maximum Draft: 5 ft 6 in
Displacement: 26000 lbs
Ballast: 9500 lbs
Bridge Clearance: 47 ft 0 in

Engines
Cruising Speed: 6 knots
Maximum Speed: 7 knots

Tanks
Fresh Water Tanks: 90
Fuel Tanks: 90
Holding Tanks: 10

Accommodations
Number of heads: 1

ACCOMODATIONS

Forward is a very spacious “V” berth with plenty of storage. Accomodations for five with three in the main cabin and two in the “V”. New Compact II head with macerator.The head has a shower w/sump pump and a SS wash basin. Water also is heated by engine heat exchanger.Mahogany wood panels through out the vessel. Interior wood is finished in varnish and oiled. The cabin sole is teak and ash. The walnut dinete table in the main salon is fully gimballed.The firelace and Dickinson Pacific stove both provide heat to the cabin. She has six large opening Ronstad cast bronze ports. The ports are through bolted and dripless. There is an abundance of storage throughout the boat.

16000 BTU Climma central air and heat system

GALLEY

The spacious galley is to stbd of the companionway ladder out of the way of through boat trafic. The galley has a 2 burner Force 10 cook top stove and a Dickerson Pacific hot top diesel stove with an oven. There is a large ice box and double stainless steel sinks. Hot and cold pressure water and a manual back up foot pump. All galley plumbing was replaced and upgraded.

ENGINE

Westerbeke parts and service are readily available world wide.

New Westerbeke 42B installed in 2001. Very low hours (825 total) and excellent maintenance(owner is a retired military & commercial pilot). Three bilge pumps (1 electrical and 2 manual).

3 blade prop

Assortment of spare parts included

HULL & DECK

The lower decks are 28” wide and slightly cambered providing easy access fore and aft and excellent draining to the scuppers.The very substantial chainplates are mounted outboard. The chain plates are lagged into the 6” high bulwarks. Added safety is provided by the presence of the mizzen mast shrouds at the critical side deck junture. This highly reduces a MOB situation.

Hull construction of this type cannot be found in modern light displacement boats. The objective of the builder was to build as strong a boat as possible. The glass content of the build has been increased and the resin content decreased.The glass to resin ratio exceeds 50%. Many modern era vessels are at a 35% ratio. Build strength does not stop with the hull. 1 inch thick marine plywood is used in the bulkheads and solidly glassed to the hull. The marine industry standard for bulkheads is 1/2” to 3/4”. All the way to the waterline the entire hull is insulated with 3/4” closed cell foam. This closed cell insulation is also present between the hull, bulkheads, the mahogany overhead ceiling and the cabin top.

The rudder is very heavy glass laminate wrapped around Klegecell foam core. It is mounted with massive bronze grudgeons & pintles. 1n 1999 a complete bottom job was done using a vinyl resin. Surveys since then have found the bottom dry and in good condition. 

Monitor wind vane steering with smal and large blades. The owner reports it performs fatastic off shore.

SAILS & EQUIPMENT

Sail inventory includes:

Doyle Durasail 8.5 oz mainsail

Doyle Durasail 10 oz staysail

Doyle Durasail 8.5 oz mizzen

Scott 7.5 oz 135% genoa

All spars are aluminum and manufactured by Hinckley Boat Works of Maine. Mast steps have been added. The standing rigging is all oversized 316 stainless steel and fitted with Norseman fittings on the lower ends. All turnbuckles are bronze.

Sail track is mfg’d by Schaefer. 6ea folding pad eyes by Wichard;Wichard webbing jacklines;34” stanchions; Danforth anchor with short chain and 100ft of nylon rope rode;45lb CQR primary anchor with 200ft of 3/8” high tensil chain and nylon rode.

2ea bow roller                      Sea Tiger manual anchor windlass

tiller steering                        bimini & dodger

life raft in hard case mounted on deck

 

ELECTRICAL

110V & 12V ship systems. In 2003 the entire electrical system was replaced and upgraded using all oversized marine grade wiring. The panels were replaced with all new AC/Dc Blue Seas switch panels. All wiring is run through conduit and are branch fused. Batteries are fused at branch locations and are run to a four poistion battery switch with 2/0 cable. An epoxy battery box was built to accomodate 6ea 6 volt deep cycle batteries.Total amp hours is 600.Charging is accomplished using the HD engine alternator and a three step Statpower Truecharge 20 automatic battery charger.

ELECTRONICS

Garmin 545S at the helm with XM satellite weather system

Garmin  541 GPS at the nav center

Raymarine auto helm tiller pilot

EPIRB with McMurdo 406 battery with battery life to 2015

ICOM 604 VHF radio

AIS (collision avoidance) System

Jensen stereo system with interior and cockpit speakers

spare VHF radio

Standard knot/log meter

VDO depth

Spacious nav center with good storage

DISCLAIMER

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

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

Specs

Designers
William Atkin
Colin Archer
Builder
Bluewater Boat Company (USA)
Associations
?
# Built
140
Hull
Monohull
Keel
Long
Rudder
?
Construction
Wood/FG (1971)

Dimensions

Length Overall
47 0 / 14.3 m
Length On Deck
37 7 / 11.5 m
Waterline Length
31 11 / 9.8 m
Beam
11 3 / 3.5 m
Draft
5 8 / 1.7 m
Displacement
26,000 lb / 11,793 kg
Ballast
8,000 lb / 3,629 kg

Rig and Sails

Type
Cutter
Reported Sail Area
815′² / 75.7 m²
Total Sail Area
?
Mainsail
Sail Area
?
P
?
E
?
Air Draft
?
Foresail
Sail Area
?
I
?
J
?
Forestay Length
?

Auxilary Power

Make
Volvo
Model
MD2B
HP
?
Fuel Type
?
Fuel Capacity
?
Engine Hours
?

Accomodations

Water Capacity
?
Holding Tank Capacity
?
Headroom
6 0 / 1.8 m
Cabins
?

Calculations

Hull Speed
7.5 kn
Classic: 7.58 kn

Hull Speed

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.

Formula

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

7.52 knots
Classic formula: 7.58 knots
Sail Area/Displacement
14.9
<16: under powered

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.

Formula

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.
14.86
<16: under powered
16-20: good performance
>20: high performance
Ballast/Displacement
30.8
<40: less stiff, less powerful

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.

Formula

Ballast / Displacement * 100

30.77
<40: less stiff, less powerful
>40: stiffer, more powerful
Displacement/Length
354.6
>350: ultraheavy

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.

Formula

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

  • D: Displacement of the boat in pounds.
  • LWL: Waterline length in feet
354.6
<100: ultralight
100-200: light
200-300: moderate
300-400: heavy
>400: very heavy
Comfort Ratio
43.2
40-50: heavy bluewater boat

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.

Formula

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam1.33)

  • D: Displacement of the boat in pounds
  • LWL: Waterline length in feet
  • LOA: Length overall in feet
  • Beam: Width of boat at the widest point in feet
43.16
<20: lightweight racing boat
20-30: coastal cruiser
30-40: moderate bluewater cruising boat
40-50: heavy bluewater boat
>50: extremely heavy bluewater boat
Capsize Screening
1.5
<2.0: better suited for ocean passages

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.

Formula

CSV = Beam ÷ ³√(D / 64)

  • Beam: Width of boat at the widest point in feet
  • D: Displacement of the boat in pounds
1.53
<2: better suited for ocean passages
>2: better suited for coastal cruising

Notes

From BlueWaterBoats.org:

The Ingrid 38 from the pen of William Atkin is a heavy displacement blue water ketch derived from Colin Archer’s famous double ender designs, which in turn were inspired by Viking boats renowned for their heavy weather characteristics. Perhaps Atkin sums it up by saying it’s “the kind of boat that behaves herself in rough water and can be depended upon to sail herself”. (To that part we do hear frequent mentions of the superb one-finger-on-tiller tracking and a comfortable ride.)

With her old world style she’s a good looking boat with a sheer line reminiscent of the Crealock’s famous Westsail 32. Her seaworthiness is there to see in her full keel, heavy displacement and overbuilt construction. Her hull is heavily hand laid in fiberglass, there’s robust outboard chainplates and an outboard rudder protected by extra fiberglass and a large bronze shoe casting should she scrub the bottom.

Atkin’s main rework on the Ingrid 38 from Archer’s original design was a finer entry on the bow which ‘cushions’ her landing off the waves. Below the waterline she has a long full keel with deep v-sections forward keeping her stable in the rough. The ballast is encapsulated and is distributed from bow to stern, this helps her to avoid the pitching motion familiar to fin-keel sailors. Rounding this off, there’s plenty of flotation fore and aft which helps keep her dry.

The tradeoff heavy displacement and ultimate stability is usually in speed, the Ingrid 38 is not considered fast. Surprisingly she’s known to sail pretty well in light airs, owners reporting she’ll do half the wind speed up to 8 knots of wind. However, she’s a boat that comes into her own in heavier seas. By the numbers, her hull speed works out at 7.2 knots but she’ll more often manage a consistent 6 knots while cruising. The ketch rig gives plenty of options on all points of sail and she’s an easy boat to single-hand.

History

Around 1934 American naval architect William Atkin was bombarded with demands for a larger ketch-rigged version of the Thistle 31, a double-ender which he had recently released plans for. Atkin took the lines of Archer’s design and drew the plans for the Ingrid 38.

The first Ingrid 38s were privately built from wood, steel and cement from the plans, but it wasn’t until 1971 that production began in fiberglass by Blue Water Boats Inc (ironically located in a town called Woodinville in WA). The plug and mold for the first Ingrid was built by two Seattle sailors James Musser and Donald J. Pitblado working together, as the story goes, in a commercial chicken coop. James Musser’s original plan was to build Ingrid hull#1 and embark on a Pacific Ocean cruise but others were so impressed by his Ingrid Sandaldust that they requested similar hulls from the mold. From this demand Blue Water Boats Inc. was born. His co-worker Donald J. Pitblado went on to become the owner of Ingrid hull #2 Donna Marie

In 1973 the company took on Jerry Husted, an experienced Puget Sound sailor, as an equal partner which allowed Musser and his wife to sailed off in Sandaldust to live their Pacific dream. By 1974 Husted bought the balance of the shares and production of the Ingrid continued until about 1985 when the molds and patterns were sold off and were stored for a long time in Graham, WA. Around 1997-98 the molds were purchased by Bill Ingerson and he shifted them back to Woodinville in 2000 . Ingerson tried to get a few commitments for hulls but never got much interest at todays production costs.

The Ingrid 38 was produced at the rate of one a month for 10-12 years and there are thought to be around 143 of these boats in existence as well as those constructed from other materials. Many boats were bought as hull and deck kit sets from Blue Water Boats and finished by their owners to a variety of standards and configurations (including using cutter rigs).

A variation on the Ingrid 38 exists in the form the Alajuela 38, her hull being a close derivative of the Ingrid, built to a very high standard and configured with a cutter rig.

Buyers Notes

The Ingrid 38 is no longer in production but there are usually several available on the used boat market, mainly in the US. Current asking prices are around $35k – $79k USD. Prospective owners are recommended to contact the Ingrid 38 owners group on yahoo.com for advice or information (link below).

Links, References and Further Reading

» Ingrid 38 Owners Group on Yahoo
» Ingrid 38 Reference site
» Ingrid 38 S/V Maitreya Owners blog

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