Jullanar, 1875

An Edward Bentall and John Harvey design

Designed, with John Harvey (q.v.), and built in 1875 by Edward Hammond Bentall at Heybridge, Essex, Eng., for himself, of 126 tons T.M. Length overall, 110 feet 6 inches; length on waterline, 99 feet; beam, 16 feet 10 inches; depth, 13 feet 2 inches; draft, 13 feet 6 inches. This was one of the most radical departures in yachting, with an embryonic clipper bow in place of the plumb stem, a proportion of 5 ¾ beams to the length, the sternpost set well inboard reducing the length for tonnage, a radical reduction of wetted surface, and very easy fore-and-aft lines.

Edward Hammond Bentall, was was a man of middle age and an amateur yachtsman who had devoted his life to the manufacture of agricultural implements, thereby acquiring a fortune which enabled him to experiment at will in his favorite sport. After cutting several half models of a large yawl he started to build on his own property at Maldon, in Essex. In place of the plumb stem then considered compulsory under the "length for tonnage," he started with a clipper bow; the sternpost was moved forward 16 feet from the after end of the waterline and was upright. On an overall length of 110 feet 6 inches the waterline was 99 feet, with an extreme beam of 16 feet 10 inches, or a ratio of length to beam of 5.86, far exceeding anything previously attempted. The clipper stem was supplemented by a long and deeply immersed counter ending in a point, in marked contrast to the wide square counters then in common use. The midship section, very easy in its curves and with a draft of 13 feet 6 inches, was located 10 feet 6 inches abaft the center of the waterline; the entrance was nearly straight, with no hollow, and all the diagonals were long and easy. The keel was straight and horizontal for the last 30 feet of its length, but from the fore end of the waterline the entire forefoot was cut away in an almost straight line to meet the fore end of the keel. One of several elements of the exceptional success of this unusual craft was the reduction of wetted surface, such as is carried to a reductio ad absurdam today.

• Length overall, 110 feet 6 inches
• Waterline length, 99 feet inches
• Beam, 16 feet 10 inches;
• Depth, 13 feet 2 inches
• Draft. 13 feet 6 inches
• Displacement, 126 tons (Thames measurment)
• Sail area, 3,221 square feet

While in the final refinement of lines and adjustment of centers and weights Mr. Bentall profited by the aid of John Harvey, to him alone is due the credit for the many novel and unconventional features which made Jullanar famous for all time.

Mr Burnett, the amateur, and Mr Harvey, the established designer "attempted to reduce wetted surface, and consequently resistance, more drastically than in any previous English yacht and her profile was radically cut away forward. Harvey’s design analysis predicted good performance, yet when her design was exhibited at the Shipwrights Exhibition of 1875, in competition with those of other yachts, the judging committee’s decision was that she was ‘fit for neither cruising nor racing." (John Leather, Gaff rig.)

The details of construction were equally new and unconventional. Mr. Bentall’s experience as an engineer led to the invention of many mechanical devices, among them a greatly improved mast winch, internally geared 24% to 1. While with her short keel Jullanar was undoubtedly a "rule cheater," Mr. Bentall disavowed any such intention, his aim being to secure a long easy form, with no hollows in the fore-and-aft lines, and the lowest minimum of wetted surface. This statement is borne out by the fact that she was not raced under his ownership and her reputation, other than as an exceptionally fine seaboat, was made under later ownership. It is interesting to note that while all the salient features of the design originated with an amateur, the final adjustments were made by an experienced naval architect.

There is still a doubt as to who made the last bold step in placing all the lead on the keel; but this was done in the 10-tonner Florence, designed and built by James Reid & Company of Port Glasgow, in 1876, if not previously. In 1880 J. Beavor Webb went to Dan Hatcher with a design which he had made for a new Freda of 20 tons, and asked for an estimate. The first question which the builder asked was, "How much ballast will you place outside?" When the designer said, "All," the builder asked, "What will you do with the next yacht???" When Mr. Webb assured him that the new yacht would be built with all her ballast in the keel, Hatcher refused to build her, and she was finally built by Mr. Webb in a small temporary yard established by him for the purpose up the Thames. When metal began to displace wood in yacht construction the question of inside or outside ballast disappeared, as the lead was stowed in the "ballast trough" formed by the bottom of the vessel. This was done by Mr. Watson in the 90-ton cutter Vanduara, in 1880. After that there was no question when it came to wood and composite yachts.