ingrid 38 sailboat data

The Ingrid 38 is a 37.99ft cutter designed by William Atkin and built in wood or fiberglass by Blue Water Boats Inc. (USA) between 1938 and 1985.

140 units have been built..

The Ingrid 38 is a heavy sailboat which is slightly under powered. It is reasonably stable / stiff and has an excellent righting capability if capsized. It is best suited as a heavy bluewater cruising boat.

Ingrid 38 for sale elsewhere on the web:

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Specifications INGRID 38

1938 - 38.00 ft / 11.58 m - Bluewater Boat Company (USA) - William Atkin

INGRID 38 Sailboat Data

Hull Type: Long Keel Rigging Type: Cutter LOA: 38.00 ft / 11.58 m LWL: 32.00 ft / 9.75 m S.A. (reported): 815.00 ft² / 75.72 m² Beam: 11.33 ft / 3.45 m Displacement: 26,000.00 lb / 11,793 kg Ballast: 8,000.00 lb / 3,629 kg Max Draft: 5.67 ft / 1.73 m Construction: Wood/FG (1971) First Built: 1938 Last Built: 1985 # Built: 140 Builder: Bluewater Boat Company (USA) Designer: William Atkin

Information from  sailboatdata.com .

Hull Speed: 7.58 kn

INGRID 38 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 INGRID 38. Built by undefined and designed by Colin Archer, the boat was first built in 1938. It has a hull type of Long Keel and LOA is 11.58. Its sail area/displacement ratio 14.92. Its auxiliary power tank, manufactured by undefined, runs on undefined.

INGRID 38 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 INGRID 38 and decide if it is a fit for your boating needs.

Boat Information

Boat specifications, sail boat calculation, contributions, who designed the ingrid 38.

INGRID 38 was designed by Colin Archer.

When was INGRID 38 first built?

INGRID 38 was first built in 1938.

How long is INGRID 38?

INGRID 38 is 9.75 m in length.

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I am looking at a Ingrid 38 what do you know

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Dose anybody have any input on a Ingrid 38 She is a nice double ender full keel 26,000 displacment 8,000 balist 11.4 beam Ketch. Please help if you can  

is the displacenent of 26,000 correct? eric  

Ingrids were an Atkins design from the 1930''s. Atkin really understood a lot about the Colin Archer types and had a wonderful ability to model yacht versons based on traditional working craft. The Ingrid is one of my favorite designs. They have been built and sold under all kinds of names and in a wide range of configurations. 26000 lbs sounds about right for one. The big problems with these boats were that they were designed for wooden construction. As it turns out, the wooden hulls were actually lighter than the glass hulls and so many of the glass boats are a little underballasted. The originals were pretty deep as well and so some of the knock offs are a bit shallower adding to this reduced stability. In their original form they had Ketch rigs that are the best of what a ketch rig should be. (Not my favorite rig as it gets interpretted on many boats) Still and all these are really bullet proof go anywhere types of boats. (To me these are what a 38 foot traditional boat should be if they really wanted to live up to their reputation.) Its not that they are perfect boats. They are quite slow by any modern standard. Because of they are double enders, the interior and cockpit are a little small, and they tend to be a little wet. Still in all these are really neat boats if your goal is to really do some long distance voyaging on a traditional low tech boat and you really don''t care when you will arrive. Jeff  

Jwff:The Ingrid is not one of the boats I''ve owned;That said,my father-in-law,who was an excellent shipwright and boat yard owner in Portland,Or. built one in wood,using Port Orford cedar on steam-bent oak frames and copper fastenings.We sailed it up the coast to Victoria B.C. and then left it in Port Townsend for about 5 years using it every time he or I could get away.It was built to spec''s and although under powered by modern expectations it actually sailed quite well,in any direction,except down wind,then the mizn. was blanketed.In wood I would say they were about a 25% better boat than in Glass!  

I''ve been looking at Ingrids myself. Here''s a website with a lot of info about the Ingrids and their sister ship, the Alejuela 38s. The site is run by a guy who''s finishing off an Ingrid hull.... http://hood.hctc.com/~esteve/ ....There''s also a chapter about the Ingrids in Ferenc Mate''s book "Best Boats to Build or Buy" that tells how they are constructed.  

Gene, Copper rivetted cedar on oak, it doesn''t get much better for these boats (except that a friend of mine built a cold molded port orford cedar version in the 1980''s). I think that we are in agreement that the wooden versions were probably better sailors although I suspect that 25% better is probably a bit on the high side. Regards Jeff  

Not so Jeff! When they build them in plastic they always seem to change the run aft and that makes them dogs to sail compared to the real deal!!  

I single handed my Ingrid 38 from Puget Sound to La Paz Mexico. I averaged 6.4 knots over the ground. Mine was an owner finished boat that did the south pacific. The factory finished boats (in my opinion) were designed to sell in the late 70's and 80's. They had to many berths and not enough living space. I used a monitor windvane and a autohelm 2000 for the tiller. The ingrid is not a marina queen and is dificult to get into a slip. You make your turn and then throw it into reverse and walk her around to line up with the slip. I single handed a lot.  

I just acquired a wood Ingrid built somewhere between 1960 and 1980. She is closer to 42ft and I am having a hard time finding out where she was made and by who. Do you know a site that has some sort of history on them? Thanks!  

Seems like a great, nicely updated boat. My PSC34 was about twice the price (and of course about 15 years newer), but not as well equipped or updated. Wish I had had a choice of this Ingrid.  

says the site is not found....  

Have you seen this boat?  

There's currently an Ingrid on CL up in Anacortes. https://seattle.craigslist.org/kit/bod/d/38-ft-ingrid-38/6275267702.html  

Attachments

Thank you Deina. The other Ingrid listed here in Winchester Bay, OR I went to look at. The day I arrived, according to the seller, motor stopped working! So no sea trial.  

FWIW, the Ingrid design was Atckin's best double ended design. The longer length allowed finer bow sections so less hobby horsing and significantly better windward performance than his Eric/Thistle design from which the Westsail 32 originated. The boats are initially tender as are all slack bilged, wind glass form boats. They stiffen up as heel angle increases and most importantly have excellent ultimate stability. How tender the fiberglass hulled Ingrids are or how in relation to the wooden ones is something I'm not familiar with. One thing about the FRP home builts is most used steel as the ballast and it was spread out. Steel doesn't weigh as much as lead so doesn't work as well against heeling and spreading it out increases the tendency to hobby horse because of adding weight closer to the ends. Alajuela attempted to counter the steel ballast issues by using all lead ballast more centrally located as did the later Westsails with cast lead ballast. It's not a case of one is bad and the other good but that lead is better than steel/iron ballast given the choice. Unfortunately you'll have to live with whatever ballast the boat has. We sailed an early W32 with about half lead and half steel ballast. It sailed fine given the limits of the hull design and was faster than most other boats, except going hard on the wind, of it's water line given more than 10 knots of wind and skunked almost all other boats on a beam to a broad reach with the exception of ULDB planing type hulls, in higher winds. The Ingrid is a great Tradewind boat and should sail better to windward than its shorter siblings. It will not be a great light air boat because of its wetted surface but then no full keel boat is without a very high sail area to displacement ratio. Using large light air sails will help but will never overcome a newer boat with deep short keel with a bulb and a very tall stick and large sail area.  

I own a 38 catch I believe that's the same specs unfortunately I have to sell it in the next year I'm looking to find a good home for her  

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1976 Blue Water 38

Specifications

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.

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

Spacious nav center with good storage

Contact Deaton Yacht Sales

• 502 Main St. Suite 4, Oriental NC, 28571
• (252) 249-0090
• [email protected]

Presented By:

Mike & nancy draughan, robert & stacy hall, request car price.

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• Sailboat Guide

Alajuela 38

Alajuela 38 is a 45 ′ 11 ″ / 14 m monohull sailboat designed by William Atkin and Colin Archer and built by Alajuela Yacht Corp. between 1977 and 1985.

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)

From BlueWaterBoats.org :

The Alajuela 38 is a derivative of William Atkin’s Ingrid 38 Ketch itself following a lineage of traditional double-enders started a century earlier with the lifeboat designs of Colin Archer. The boat entered production not long after the Westsail 32 swept the world with dreams of sailing to distant shores and a cruising boat boom that spanned over a decade. Over the years the Alajuela 38 has garnered something of a cult following, with owners attracted by her beautiful sweeping lines, impeccable engineering, and surprisingly good performance.

Many consider the Alajuela 38 a refined version of the similarly shaped Westsail 32, but as well known sailing author John Kretschmer puts it, “Sure it’s a double ender but it is a different animal. It’s lean and graceful, not stout and pugnacious. Don’t get me wrong, I love the Westsail 32, truly, but the Alajuela will sail circles around it.”

Of course a better comparison would be with the Ingrid 38 from which her lines were derived. Though both hulls look nearly identical at first glance, particularly above the waterline, there are subtle improvements to be found in the underbody. The Alajuela has a finer entry helping her in light airs and a flatter run aft which improves all round performance. In an effort to overcome the Ingrid’s tendency to bury her bow, more buoyancy was added forward above the waterline.

The rig carries 8% more canvas, bringing her close to the sail area to displacement ratios seen in performance cruisers like the Valiant 40 , this and the increased efficiency of one mast over two gives the Alajuela 38 a significant performance advantage. As if to prove this point, an Alajuela 38 Wathena notched a second place trophy in the 1976 Newport to Ensenada race, a race known for light and fickle winds. Wathena finished well ahead of cruising boats of similar size and displacement.

The build quality and high standards of engineering made a name for Alajuela. The hull is molded in one-piece from hand-laid fiberglass varying in thickness from 3/4 inch near the bilges to 1/2 inch at the topsides. Inside the hull, there are no liners, it’s all wood bonded to the hull which is durable while providing accessibility to every nook and cranny. The deck uses plywood coring and the hull-to-deck joint remains one of the best in the industry. Of particular note were the beautiful bronze fittings which were cast by Alajuela themselves.

Boats came in Mark I and Mark II variants, with the Mark II being introduced to tackle difficulties in sourcing high quality wood for bowsprits and combings. The boats were also sold as hull and deck kits for finishing by their respective owners.

Though traditionalists prefer the Mark I, the Mark II benefits from three inches of extra cabin height. Other changes include fiberglass cockpit combings, an aft propane locker, and a change to more watertight hatches made of aluminum. The long wooden bowsprit was revised to a shorter “wishbone” design fashioned from aluminum. Along with this came subtle changes** to the sail plan which allowed for neutral helm over a larger range of sail sizes including with some of the oversized headsails that owners were using on their boats.

** The mast position remained the same, the J measurement was reduced by 12 inches along with the shorter bowsprit, resulted in moving the total center of effort slightly aft to reduce the tendency for lee-helm with large headsails.

It was Mike Riding who started the project with the help of Rod Jermain, two men in the Southern Californian boating industry who were looking to build a boat for themselves. The original plan was to build eight boats, sell six, keeping two for themselves and sail away. In the case of Riding, it was to be with his sweetheart who he met in the town of Alajuela in Costa Rica, hence the unusual name for this boat.

With its humble project origins, it took three years to build the plug to pull off a set of molds, and then nearly two years to finish tooling for the deck. Along the way, Alajuela Yachts was incorporated as a business to gain access to trade discounts and Riding’s brother came in to help with some of the paperwork.

While Riding and Jermain was chipping away on their project, a lifestyle feature in Time Magazine (graced by a double-page image of a Westsail 32 anchored in tropical paradise) helped catapult “the cruising life” from the fringes into the mainstream. The boom years of cruising yachts had begun and Alajuela Yachts found themselves in a current of strong demand. And so it came to pass that the fledgling business built more than the intended eight.

By 1978 thirty hulls had been completed but the economy was waning and personal circumstances including a first child for Jermain and the tragic death of Riding’s wife in a light aircraft accident prompted the founders to sell to a group of investors. As part of the buyout agreement Jermain was required to stay on for at least a year to oversee production as well as bringing in a new 33 footer called the Alajuela 33 .

Another employee that stayed was Don Chapman who was Alajuela’s sales manager. Chapman went on to develop the Alajuela 48 designed by Ray Richards.

In all we count a total production run of 81 Alajuela 38s. There has been some speculation that the molds found their way to Taiwan where more boats were produced under the name Bently 38 however there has been conflicting evidence for this.

Buyers Notes

The factory built boats have aged very well, the boats have been built strong and engineered well. Most problems tend to be easily fixed. These boats rarely come onto the market and tend to be snapped up quickly. As is standard, owner finished boats tend to fetch less.

Links, References and Further Reading

» “Best boats to Build or Buy” by Ferenc Máté, Ch19. » “The Mighty and Graceful Alajuela 38” by Michel Savage, Cruising World Magazine 1999

Thanks goes to Alajuela Yachts founder Rod Jermain for assisting in the research of this article.

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