CROSSING GLACIERS.

THE MATTERHORN.

And now let Professor Tyndall tell the rest:

“Looking in advance, I noticed that the slope, for a short distance, became less steep, and then fell as before. Now or never we must be brought to rest. The speed visibly slackened, and I thought we were saved. But the momentum had been too great; the avalanche crossed the brow and in part regained its motion. Here Hutchinson threw his arm round his friend, all hope being extinguished, while I grasped my belt and struggled to free myself. Finding this difficult, from the tossing, I sullenly resumed the strain upon the rope. Destiny had so related the downward impetus to Jenni’s pull as to give the latter a slight advantage, and the whole question was whether the opposing force would have sufficient time to act. This was also arranged in our favor, for we came to rest so near the brow that two or three seconds of our average motion of descent must have carried us over. Had this occurred, we should have fallen into the chasms and been covered up by the tail of the avalanche. Hutchinson emerged from the snow with his forehead bleeding, but the wound was superficial; Jenni had a bit of flesh removed from his hand by collision against a stone; the pressure422of the rope had left black welts on my arms, and we all experienced a tingling sensation over the hands, like that produced by incipient frost-bite, which continued for several days. This was all. I found a portion of my watch-chain hanging round my neck, another portion in my pocket; the watch was gone.”

Very similar in many respects was the famous accident of the Haut de Cry, in which J. J. Bennen perished in February, 1864. So sure of foot was Bennen that it used to be said of him, as it was said of Johann Lauener, who died upon the Jungfrau, that nothing could bring him to grief but an avalanche. And the hour came when the snowfield which he was crossing with hisHerrensplit suddenly and the ground on which they stood began to move, and Bennen solemnly called out the words, “Wir sind alle verloren,” and never spoke again.

THE DENT BLANCHE.

The avalanche was deeper than the one which swept Professor Tyndall down the glacier of the Piz Morteratsch. “Before long,” writes Mr. Gossett, one of the survivors of the accident, “I was covered up with snow and in utter darkness. I was suffocating, when, with a jerk, I suddenly came to the surface again. To prevent myself sinking again I made use of my arms much in the same way as when swimming in a standing position. At last I noticed that I was moving slower; then I saw the pieces of snow in front of me stop at some yards distance; then the snow straight before me stopped, and I heard on a large scale the same creaking sound that is produced when a heavy cart passes over hard, frozen snow in winter.”

But the snow behind pressed on and buried Mr. Gossett. So intense was the pressure that he could not move,423and he began to fear that it would be impossible to extricate himself. Then, while trying vainly to move his arms, he suddenly became aware that his hands, as far as the wrist, had the faculty of motion. The cheering conclusion was that they must be above the snow. So Mr. Gossett struggled on. At last he saw a faint glimmer of light. The crust above his head was getting thinner, and let a little air pass; but he could no longer reach it with his hands. The idea struck him that he might pierce it with his breath. He tried, and after several efforts he succeeded. Then he shouted for help, and one of his guides, who had escaped uninjured, came and extricated him. The snow had to be cut with the axe down to his feet before he could be pulled out. Then he found that his travelling companion, M. Boissonnet, was dead, and that no trace of Bennen could be seen. His body, however, was afterwards recovered. The story is told in a letter from Mr. Gossett to Professor Tyndall.

“Bennen’s body,” he writes, “was found with great difficulty the day after Boissonnet was found. The cord end had been covered up with snow. The Curé d’Ardon informed me that poor Bennen was found eight feet under the snow, in a horizontal position, the head facing the valley of the Luzerne. His watch had been wrenched from the chain, probably when the cord broke; the chain, however, remained attached to his waist-coat. This reminds me of your fall on the Morteratsch glacier.”

It may be said that the principal danger of climbing rock-mountains is the danger of falling off them. For the art consists largely in traversing the faces of precipices by means of narrow and imperfect ledges, which afford more facilities for falling off than will readily be believed by any one who has not tried to stand on them. The climbers, of course, are always securely roped together in such places, and the theory is that two of them shall always be so firmly anchored that they can instantly check any slip that the third may make. But that is not always feasible. It is not feasible, for instance, at the difficult corner on the Dent Blanche, where Mr. Gabbett and the two Lochmatters came to grief.

As all three climbers were killed on that occasion, no details of the accident are known. But the elder Lochmatter was known to be an exceptionally heavy man, and the presumption is that it was he who fell, and dragged the rest of the party after him. How he came to fall may be understood from the following description of the “Mauvais Pas,” given by a traveller who traversed it a little afterwards:

“Here,” he writes, “we must get round past a perpendicular ledge by creeping out on an overhanging rock, and then turning sharp round, with head and arms on one side of the rock, while the legs are still on the other; then we must at once cling to a hardly visible fissure, and draw round the rest of the body, gently, cautiously, little by little, and hang there by the points of our fingers until our toes find their way to a second fissure lower down. I made this passage,” he adds, “like a bale of goods at the end of a rope, without being conscious of the danger, and I really do not know how I escaped in safety.”

The description gives some idea of what stiff rock-climbing is really like; and it should be remembered that in the Dolomites more awkward places even than the Lochmatters’ corner have often to be passed, and that when, as often happens, the rocks are glazed with ice, the danger of climbing them is more than doubled.

It is always assumed that the Dent Blanche is inaccessible in such a case. Yet the story is told of an inexperienced climber who managed to get to the summit in spite of the ice.

He was on his first visit to Switzerland; and as soon as he got to Zermatt he engaged the best available guide.

“What are considered the hardest mountains here?” he asked.

The guide told him: “The Dent Blanche, the Weisshorn, and the Ober Gabelhorn.”

“Very well,” said the novice; “we’ll begin with the Dent Blanche.”

The guide protested. Did not his424Herrthink it would be better to begin with something easier—with the Rothhorn, for instance, or the Strahlhorn, or the Unter Gabelhorn?

“No,” was the reply; “you’ve got to take me up the Dent Blanche. I’ve climbed in Wales, and I’ll undertake to climb any rock you show me.”

So the guide yielded, and the two started, with a porter, and for a certain distance got on very well. But at last they came to a point where all the hand-holds within reach were frozen up; the nearest practicable hand-hold could only just be found by stretching out the ice-axe. The guide explained the situation, and insisted that they must turn back. But his employer had been roused to such a pitch of excitement that he would not hear of it.

THE RHONE GLACIER.

“Look here,” he said, “you’re a bachelor; I’m a married man with a family. If I can afford to risk my life you can afford to risk yours. You’ve got to go on up this mountain. Otherwise I’ll throw myself over the precipice, and as you’re roped to me you’ll have to come, too.”

The man was absolutely mad. There was no question that, in his excitement, he would do what he threatened if he were not obeyed. So the guide sullenly struck his ice-axe into the fissure, and climbed up it hand over hand, and took his lunatic up and down the Dent Blanche at a time when its ascent ought by all the laws of ice-craft to have been impossible.

To turn from rock to snow climbing. Accidents are constantly happening on glaciers; yet the observance of the most elementary precautions ought to make such accidents absolutely impossible.

An open glacier, of course, is safe enough under any circumstances. The one thing needful is to look where you are going and not try to make flying leaps across crevasses. But even when the crevasses are masked by snow all425danger may still quite easily be obviated. The simple rule is that the party crossing the glacier should never consist of less than three, and that the three should be roped together in such a way that, if one falls into a crevasse, the other two can pull him out. And this, of course, involves the further rule that the rope must always be kept taut, so that a fall may be checked before it has gained an impetus which would make it difficult to resist.

PASSAGE OF A CREVASSE, MONT BLANC.

By experience it is possible to recognize a crevasse, with tolerable accuracy, in spite of its snow covering; and by sounding with the ice-axe before treading on it, one ought to be able to tell whether the snow bridge will bear one’s weight. But, now and again, it will happen that the most experienced man’s judgment is at fault. Relying upon their instinctive perception of such things, the Swiss peasantry constantly traverse glaciers alone in mid-winter. But accidents are very frequent, and when guides, tourists, or porters have attempted the same thing, accidents have constantly befallen them as well. As an illustration may be quoted the case of a reporter, who foolishly ventured to return alone over the Loetschen pass. A snow bridge broke and he fell into a crevasse, where only his knapsack saved him from breaking his neck. He lay on his back, wedged into the ice in such a way that he could not move, and it was by the merest accident that he was discovered in time, and rescued by a party journeying in the same direction.

So much, as Herodotus would say, for crevasses. Another serious Alpine danger is the danger of bad weather; and bad weather, as Leslie Stephen has pointed out, may make the Righi at one time as dangerous as the Matterhorn at another.

To a certain extent, of course, bad weather can be foreseen; but meteorology is not yet an exact science, and even the acquired instinct of the guides is sometimes at fault, so that grave mistakes, often followed by fatal consequences, are made almost every year.

Mont Blanc is probably the mountain in which bad weather makes the greatest difference. On a fine day, the ascent426of it is scarcely more dangerous than the ascent of Primrose Hill; but in a storm you will lose your way, and wander round and round, until you sink down exhausted, and freeze to death.

In September, 1870, a party of eleven persons, eight of whom were guides or porters, were lost in this way. When their bodies were recovered, a memorandum was found in the pocket of one of them, J. Beane, of the United States of America, finished apparently just before his death, and giving a brief summary of the circumstances of the calamity. This is how it read:

“Tuesday, September 6.—I have made the ascent of Mont Blanc, with ten persons; eight guides, Mr. Corkendal and Mr. Randall. We arrived at the summit at 2.30 o’clock. Immediately after leaving it, I was enveloped in clouds of snow. We passed the night in a grotto excavated out of snow, affording very uncomfortable shelter, and I was ill all night.

“September 7 (morning).—Intense cold; much snow falls uninterruptedly: guides restless.

PYRAMIDS OF THE MORTERATSCH.

“September 7 (evening).—We have been on Mont Blanc for two days in a terrible snow-storm: we have lost our way and are in a hole scooped out of the snow, at a height of fifteen thousand feet. I have no hope of descending. Perhaps this book may be found and forwarded. (Here follow some instructions on his private affairs.) We have no food; my feet are already frozen and I am exhausted; I have only strength to write a few words. I die in the faith of Jesus Christ, with affectionate thoughts of my family. My remembrance to all. I trust we may meet in heaven.”

Says Leslie Stephen, commenting on the incident in the “Alpine Journal:”

“The main facts are so simple that little explanation is needed. The one special danger of Mont Blanc is bad weather. The inexperienced travellers were probably ignorant of the fearful danger they were encountering, and had not the slightest conception of the risk to life and limb which accompanies even a successful ascent of the mountain under such circumstances. I once ascended Mont Blanc on a day so unusually fine that we could lie on the summit for an hour, light matches in the open air, and enjoy the temperature.427Yet, in two or three hours before sunrise, the guide of another party which ascended the same day was so severely frost-bitten as to lose his toes. Such things may happen in the finest weather, when proper precautions are neglected; but in bad weather it is simple madness to proceed. Why, one cannot help asking, did not the guides oppose the wishes of their employers?”

Among other dangers that the mountaineer has to reckon with are ice avalanches and cornices.

A cornice is a mass of snow projecting over the edge of a precipice, and resting upon empty space. Occasionally it will bear the weight of one, or even several, men; but more often it gives way when trodden on, carrying a whole party to destruction. This was the case in the famous accident on the Lyskamm—a mountain where the cornices are particularly treacherous—when Messrs. William Arnold Lewis and Noel H. Paterson, with the guides Niklaus, Johann, and Peter Joseph Knubel, met their deaths in the year 1877. “The cornice,” writes Mr. Hartley, who visited the scene of the accident immediately afterwards, “had broken away in two places, leaving some ten feet in the middle still adhering to the mountain. The length of the parts which broke away was, perhaps, forty feet on each side of the remaining portion. The distance of the fall we estimated at from twelve hundred to fifteen hundred feet. The bodies, from the nature of the injuries they had received, had evidently fallen upon their heads on the rocks, and then, in one great bound, had reached almost the spot where they were found.”

A typical instance of the ice-avalanche accident happened to, and has been recorded by, Mr. Whymper. Accompanied by A. W. Moore and the guides Croz and Almer, he was trying to discover a shorter route than those usually taken between Zinal and Zermatt. After spending the night in achâleton the Arpitetta Alp, they started, and struck directly up the centre of the Moming glacier. The route proved impracticable, and it became necessary to cut steps across an ice-slope immediately below the great pillars and buttresses of the ice-fall, which were liable to break away and descend upon them at any moment.

“I am not ashamed to confess,” wrote Mr. Moore in his journal, “that during the whole time we were crossing the slope my heart was in my mouth, and I never felt so relieved from such a load of care as when, after, I suppose, a passage of about twenty minutes, we got on to the rocks and were in safety. I have never heard a positive oath come from Almer’s mouth, but the language in which he kept up a running commentary, more to himself than to me, as we went along, was stronger than I should have given him credit for using. His prominent feeling seemed to be one of indignation that we should be in such a position, and self-reproach at being a party to the proceeding; while the emphatic way in which, at intervals, he exclaimed, ‘Quick; be quick,’ sufficiently betokened his alarm.”

And now, let the rest of the story be told in Mr. Whymper’s graphic words. Croz, it should be remembered, was leading, and had advised the perilous route.

“It was not necessary,” Mr. Whymper says, “to admonish Croz to be quick. He was fully as alive to the risk as any of the others. He told me afterwards that the place was not only the most dangerous he had ever crossed, but that no consideration whatever would tempt him to cross it again. Manfully did he exert himself to escape from the impending destruction. His head, bent down to his work, never turned to the right or to the left. One, two, three, went his axe, and then he stepped on to the spot where he had been cutting. How painfully insecure should we have considered those steps at any other time! But now we thought of nothing but the rocks in front, and of the hideous ‘séracs’ lurching over above us, apparently in the very act of falling.”

428PASSAGE OF A CREVASSE, MONT BLANC.

PASSAGE OF A CREVASSE, MONT BLANC.

At last they reached the rocks in safety, and, says Mr. Whymper, “If they had been doubly as difficult as they were, we should still have been well content. We sat down and refreshed the inner man; keeping our eyes on the towering pinnacles of ice which we had passed, but which now were almost beneath us. Without a preliminary warning sound, one of the largest—as high as the Monument, at London Bridge—fell upon the slope below. The stately mass heeled over as if upon a hinge (holding together until it bent thirty degrees forward), then it crushed out its base, and, rent into a thousand fragments, plunged vertically down upon the slope that we had crossed. Every atom of our track that was in its course was obliterated; all the new snow was swept away, and a broad sheet of smooth, glassy ice showed the resistless force with which it had fallen.”

THE SMOKE.From “Paul Faber, Surgeon.”By George MacDonald.

Lord, I have laid my heart upon thy altar,But cannot get the wood to burn:It hardly flares ere it begins to falter,And to the dark return.Old sap, or night-fallen dew, has damped the fuel;In vain my breath would flame provoke;Yet see—at every poor attempt’s renewal,To thee ascends the smoke.’Tis all I have—smoke, failure, foiled endeavorColdness and doubt and palsied lack:Such as I have I send thee. Perfect GiverSend thou thy lightning back.

Lord, I have laid my heart upon thy altar,But cannot get the wood to burn:It hardly flares ere it begins to falter,And to the dark return.

Lord, I have laid my heart upon thy altar,

But cannot get the wood to burn:

It hardly flares ere it begins to falter,

And to the dark return.

Old sap, or night-fallen dew, has damped the fuel;In vain my breath would flame provoke;Yet see—at every poor attempt’s renewal,To thee ascends the smoke.

Old sap, or night-fallen dew, has damped the fuel;

In vain my breath would flame provoke;

Yet see—at every poor attempt’s renewal,

To thee ascends the smoke.

’Tis all I have—smoke, failure, foiled endeavorColdness and doubt and palsied lack:Such as I have I send thee. Perfect GiverSend thou thy lightning back.

’Tis all I have—smoke, failure, foiled endeavor

Coldness and doubt and palsied lack:

Such as I have I send thee. Perfect Giver

Send thou thy lightning back.

429THE EARL OF DUNRAVEN.By C. Kinloch Cooke.

Wyndham Thos. Wyndhamquin, fourth Earl of Dunraven and Mount Earl, was born fifty-two years ago. His father, who was a convert to Roman Catholicism, devoted much time to scientific pursuits, and wrote a book on Irish architecture, which is generally recognized as the standard work on the subject. His mother was a Protestant, and a daughter of Sergeant Goold, the eminent Dublin lawyer, who, although past forty when called to the bar, made both a name and a fortune for himself in his profession. His grandfather on the paternal side supported the Union, but Sergeant Goold, like so many of the leading men in Dublin at that time, more especially barristers, opposed it. Here, then, we have a very fair example of the fact that the prominent men in the counties desired to see the fusion of the two countries, while the chief representatives of the cities held the opposite opinion.

LORD DUNRAVEN.

Viscount Adare, the title belonging to the eldest son in the Dunraven family, was educated privately, and although fond of athletics, had few opportunities of joining in cricket, football, rackets, and similar public-school games. At an early age he was sent abroad with a tutor, and while still in his teens had visited and explored many of the principal cities of Europe. In compliance with his father’s wishes he stayed some time at Rome. But neither the influence of the priests nor the attractions of the Vatican were sufficient to induce him to become a Roman Catholic. Soon after he returned to England he went to Oxford and matriculated at Christ Church, where he spent the next three years of his life. At college, except holding a commission for a year in the ’Varsity volunteers, he did nothing to distinguish himself from the ordinary undergraduate, and, like many others of his set, came down without taking a degree. He then joined the First Life Guards, and spent much of his spare time steeplechasing. Pluck and nerve, combined with light weight, secured him many mounts from Captain Machell and others. He was christened “Fly” by his brother officers, a name by which he is still known among his most intimate friends.

So energetic a nature soon tired of the London soldier’s life, and when war broke out with Abyssinia he applied to the proprietors of the “Daily Telegraph” to be allowed to act as430their special correspondent. His offer being accepted, he resigned his commission and started for North Africa. Colonel Phayre, who was Quartermaster-General, attached him to his staff, and so he obtained the earliest and most authentic information. Mr. H. M. Stanley, who was doing similar duty for the “New York Herald,” shared a tent with the amateur journalist, and was much struck with the workmanlike character of the despatches which he sent off on every available opportunity. At the close of the campaign he returned to England and fell in love with Lord Charles Lennox Kerr’s daughter, whom he shortly afterwards married. In 1869 he started with his wife for a tour in the United States, where he remained for some time and made many friends.

In journalistic circles he was well received, and particularly so by the late Mr. Louis Jennings, then editor of the “New York Times,” Mr. Hurlbert, who at that time had charge of the “New York World,” and the late “Sam” Ward. At the outbreak of war between France and Germany he went to Berlin for the “Daily Telegraph,” and followed the campaign right through. As a matter of course he carried his life in his hand, but though he had some narrow escapes he met with no accident, until just before the capitulation of Paris, when he broke his arm and was invalided home, with the result that he missed the days of the Commune.

For twelve years or more he crossed the Atlantic annually and travelled in the States, Canada, Nova Scotia, and Newfoundland. He was the first private individual to investigate the Yellowstone region, and wrote a capital book on the expedition called “The Great Divide,” which met with a good reception both in America and England. He hunted and shot with Buffalo Bill and Texas Jack long before they ever went east of the Mississippi, and his name was well known among the Indians, who allowed him to travel about their territory without interruption. His articles in the “Nineteenth Century Review” on moose and caribou hunting, and his stories of animal life, drafted on the spot, were much appreciated in sporting circles. In Colorado he purchased a tract of land called Estes Park, which is about to be transferred to an English company. When the branch railway is made and the proposed irrigation works inaugurated, the estate should be a valuable property.

LADY DUNRAVEN.

Lord Dunraven’s yachting may be said to date from his college days, since he generally spent the long vacation with his friend Lord Romney, voyaging in a small sloop he purchased from a Cardiff pilot. In this craft, with a man and boy for a crew, he used to cruise in all sorts of weather round the coasts of Scotland and Ireland. Very funny indeed are some of the yarns about the dangers and difficulties which the “Cripple”—as the yacht was named—and those on board met with from time to time. In this way he picked up some knowledge of navigation, learned how to manage a boat, and became well acquainted with the discomforts of seafaring life. From the days of the “Cripple” until 1887 Lord Dunraven took but little interest in yachting or yacht racing. But in August of that year he chanced to be at Cowes, and went for a sail in the “Irex.” As usual with Mr. Jameson, the conversation turned on yacht building. In a very short time Lord Dunraven was persuaded to return to his old love, and before a month was over Mr. Richardson, of Liverpool,431who designed the “Irex,” had received instructions to build him a cutter. The result was the “Petronilla,” but, in spite of several alterations, the yacht was a failure, although she was steered by Gomes, who during the last two seasons has had charge of “Meteor” (née“Thistle”) for the German Emperor.

Disheartened, but not defeated, he gave a commission to Mr. Watson, of Glasgow, who designed the first “Valkyrie.” She was a signal success, and was sailed by Thomas Diaper, better known as Tommy Dutch, and afterwards by William Cranfield, who had been so fortunate with the “Yarana,” now the “Maid Marian,” for Mr. Ralli. Like the present ship, she was built for the express purpose of racing for the America Cup. The challenge sent by the Royal Yacht Squadron was accepted by the New York Yacht Club. But as conditions, considered distasteful by the Squadron, were imposed as to the future holding of the cup, and the New York Yacht Club declined to yield in any way, the match was reluctantly abandoned. The following year the Watson cutter came out again and did as well as before. In the winter of 1891-92 Lord Dunraven took her to the Mediterranean, where, after winning every race she sailed in, she was sold to the Archduke Carl Stephan, and delivered at Pola.

DUNRAVEN CASTLE.

The next order was given to Mr. Alfred Payne, of Southampton, who was bidden to design a yacht which should serve the twofold purpose of a fast cruiser and a reliable, seaworthy fishing boat. “L’Esperance” was built with that object in view, and fully realized the expectations of her owner, though, of course, she was not fast enough to hold her own with the first-class racers. During the two seasons the yacht was afloat she carried off several prizes in handicap matches.

Last year Lord Dunraven determined to have a second try to bring off a race for the America Cup, and gave an order to Mr. Watson to build him another cutter. The success of the Clyde designer’s last venture was probably the reason for calling the new vessel “Valkyrie.” The Royal Yacht Squadron again challenged in Lord Dunraven’s behalf, and the challenge was duly accepted. Fortunately, no difficulties arose on this occasion, and the 5th of October is fixed for the first match.

CAPTAIN WILLIAM CRANFIELD OF THE “VALKYRIE.”

The new ship was built by Messrs. Henderson, of Glasgow, side by side with the “Britannia,” the Prince of Wales’s yacht. It is a mistake, however, to suppose, as some do, that the432two vessels are copies, one of the other. The “Valkyrie” was designed first, and her building begun, before Mr. Watson considered with Mr. Jameson the lines of the “Britannia.” “Valkyrie’s” registered tonnage is 106.55, and her length on the load water line 86.82 feet, which is 1.82 feet above the length of the load water line given in the challenge, but doubtless she will be altered to meet the conditions governing the race. Her length from the fore part of stem under the bowsprit to the aft side of the head of the stern-post is 97.75 feet, and her length over all 116.25. Her racing rating is 148, and her sail area 10,200 square feet, being 3,500 square feet more than the first “Valkyrie.” She carries a crew of thirty hands all told, and her cabins are prettily fitted up in cedar and cretonne.

G. T. WATSON, DESIGNER OF THE “VALKYRIE.”

The second “Valkyrie” has been tried in all weathers and in various waters with the “Britannia,” the “Satanita,” the “Calluna,” and the “Iverna.” Therefore her capabilities against British yachts of her own class are pretty well known. Up to the time of writing, namely, the eve of the Royal Yacht Squadron regatta at Cowes—the regatta in which the schooner yacht “America” won the cup which Lord Dunraven hopes to bring back to England—the “Valkyrie” has sailed in twenty matches and won fourteen flags, eleven first and three second, representing a total value of £930. Her first match was in the Thames on May 25, when she had bad luck and only came in third, “Britannia” being first and “Iverna” second. In the middle of the race she broke her bowsprit off short in the stem, and in a few minutes was, for all sailing purposes, practically a wreck. In the second Royal Thames match it was doubtful whether “Britannia” or “Valkyrie” won. The Prince of Wales’s yacht was first in, but according to some watches she only won by seven seconds, whereas the official timekeeper made it seventeen seconds, thus covering “Valkyrie’s” time allowance. In the Royal Cinque Ports regatta several vessels collided, with the result that the “Britannia” did not race at all, and Lord Dunraven’s yacht was detained at the start twelve and a half minutes, and so was not placed. During the Royal Ulster match one of “Valkyrie’s” men fell overboard, and the time lost in picking up the man could not be recovered. It is, however, but fair to say that when “Valkyrie” won the second433Royal Western match, “Britannia” came to grief, while in the second race on the Clyde the prince’s yacht was disqualified.

THE “VALKYRIE.”

It now remains to see how she acquits herself in contest with the American vessels which have been built to meet her. The long notice required gives a distinct advantage to the other side; although only one boat can sail against the challenger, there is nothing to prevent any number of boats being designed by the party challenged. The Americans have built four cutters to select from, hence the chances against the “Valkyrie” may be roughly calculated at four to one.

There is no doubt that Lord Dunraven’s ship is a great improvement on anything hitherto built in England, and, given her time allowance, is the fastest vessel afloat on British waters. She has gone much better since she had her top-mast clipped and topsails cut. Her strong point is going to windward, and her best chance is in light weather. She leaves England on or about August 20, in charge of William Cranfield, than whom it would be difficult to find a more experienced skipper on either side of the Atlantic. He has sailed her all through her trial matches and will steer her in the races for the cup.

But it must not be supposed that Lord Dunraven is always racing in large yachts. On the contrary, he is perhaps even more interested in small boat sailing, and has, since 1889, built four “fives,” all of which have given a very good account of themselves. This year he brought out a twenty-rater, but so far she has not proved a success, and has succumbed to “Dragon” on almost every occasion. He is commodore of the Castle Yacht Club, a sporting little racing club on the South Coast, where races take place every Saturday and often twice a week. The commodore generally enters his boat for these matches, and always steers himself. Besides belonging to the Royal Yacht Squadron and the Castle Yacht Club, Lord Dunraven is a member of the Austrian Imperial Yacht Squadron; the Royal Cork, London, Southern, Southampton, Clyde, Western, and Victoria; the New Thames, Bristol Channel, Portsmouth, Corinthian and many other yachting clubs.

The same year that he returned to yachting he took up racing again, and started a stable in partnership with Lord Randolph Churchill, having Mr. R. W. Sherwood as trainer, and “Morny” Cannon and Woodburn as jockeys. On the whole his horses have been fairly successful. L’Abbesse de Jouarre won the Oaks in 1889, and Inverness434has secured some good stakes. Strange to say, on the day the mare won at Epsom, Lord Randolph was in Norway, and Lord Dunraven was sailing in his five-rater at Calshot Castle. Under these circumstances it is quite permissible to draw the conclusion that he prefers yachting to horse racing. After four years of partnership racing, Lord Dunraven bought Lord Randolph’s share of the stud and now races entirely on his own account. He is a good fisherman, and as equally at home with his salmon rod as with a deep-sea line. He knows nearly every fishing ground round the coast, and, after the regattas are over, generally goes trawling. His favorite places are off Plymouth, the Scilly and the Channel Islands. Both with rifle and gun he is a first-rate shot, and although he always shoots in spectacles, seldom misses his game.

THE KENRY GATEWAY.

Lord Dunraven took his seat in the House of Lords as a supporter of Mr. Gladstone, who subsequently offered him a minor post in the government. But at that time the young traveler took but little part in politics, and so declined the flattering invitation. His real entry into public life, and, in fact, the foundation of his subsequent career as a politician, are due to an article which he wrote in the “New York World” on Mr. Gladstone’s famous attack on Lord Beaconsfield. The article obtained much attention at the time, and attracted the notice of the Conservative chief, who was much struck at the clever criticism of the young Liberal peer. An acquaintance sprang up between Lord Beaconsfield and the writer, which later on ripened into friendship, and probably had something to do with Lord Dunraven joining the Conservative party.

His early speeches were chiefly on foreign policy, and the intimate knowledge he showed respecting treaties of all kinds was an additional link between him and the leader of his new party. His favorite theme was Egypt, and he rarely missed an opportunity of condemning Mr. Gladstone’s policy in respect to that country. Later on he interested himself more especially in colonial affairs. Here his personal acquaintance with the North American colonies stood him in good stead, and gained him the ear of the House of Lords. Thus it was scarcely surprising that when Lord Salisbury came into office he chose him as Under Secretary of State for the colonies, a post he again filled on the return of the Conservatives to power in 1886.

Soon after he had taken office the second time, the Newfoundland Government passed an act prohibiting the French fishermen from purchasing bait435in the colony. This act the imperial government at first declined to ratify. Lord Dunraven sided with the local legislators, on the ground that Newfoundland was a self-governing colony. He pressed this view of the case at Downing Street, and, as the government declined to yield, resigned his Under Secretaryship. Some say he resigned merely to support his friend, Lord Randolph Churchill, who had just given up the post of Chancellor of the Exchequer and leader of the House of Commons, but, although the two resignations may have had some connection, the immediate cause of Lord Dunraven’s leaving the Colonial Office was as I have stated. Being out of office and out of favor with his chief, Lord Dunraven turned his attention to social questions, and, when Mr. Burnett’s report on the Sweating System at the East End of London was presented to Parliament, he moved the House of Lords for a select committee to inquire into the subject. The request was granted, and he was appointed chairman. For more than two years the committee sat, and during all that time Lord Dunraven worked most energetically, examining and cross-examining the various witnesses sent up from all parts of the United Kingdom, for he was not long in discovering that the system was practised quite as much in the provincial cities as in the East End of London, and quickly took steps to have the reference extended. With much care he drafted an exhaustive report, giving, as the chief causes of the existence of sweating, unrestricted foreign immigration and over-competition. Lord Derby and Lord Thring declined to accept this view, and Lord Dunraven, finding himself in a minority, retired from the chairmanship. Subsequent events have shown that Lord Dunraven was not so far out in his diagnosis as his colleagues supposed. The evil effects of foreign immigration upon the unskilled labor market so impressed him that, on his own initiative and at his own expense, he formed a society for the express purpose of making these effects known to the public, and of forcing them upon the attention of Parliament.

ADARE MANOR HOUSE.

The working-man may have good436reason to thank Lord Dunraven, but it is doubtful whether the capitalist will regard his efforts in the same light. The Sweating Committee brought Mr. Alderman Ben Tillett to the front, and Mr. Alderman Ben Tillett, in conjunction with Mr. John Burns, M.P., were the promoters of the dock strike. The dock strike started “new unionism,” and new unionism gave an impetus to the eight-hour-day movement. Lord Dunraven and Lord Randolph Churchill were the first prominent politicians to openly advocate an eight-hour day for miners, and Lord Dunraven’s speech on the eight-hours’ case generally, before the members of the Chamber of Commerce at Liverpool, attracted much comment at the time. The Factories and Workshops act was really an extension of the very able bill which Lord Dunraven introduced into the House of Lords, in order to carry into force certain amendments in the law which he had suggested in his draft on the sweating inquiry. Together with Lord Sandhurst, the present Under Secretary for War, he championed the cause of the laundresses. Indeed, there is scarcely a question affecting the interests of the working classes in which he has not taken an active part, and when a separate state department for labor is established, as it must be eventually, Lord Dunraven, supposing the Conservatives to be in power, will probably be invited to act as its first minister.

There is scarcely a subject on which he is not well informed. His difficulty seems to be in making a choice. In matters of sport he has thrown his heart and soul into yachting, and, as a consequence, on that subject he is naturally considered the first authority. What he has done in yachting he must do in politics, if he is ever to reach the position to which his abilities entitle him.

ADARE GALLERY.

The rough-and-tumble work of the House of Commons would have been a far better school for him than the Upper House of Parliament, and had he not been a peer he would probably by this time have reached a far higher rung on the political ladder than he has done. Although nervous, he is a good speaker, and never misses his points. He seldom addresses the House without a thorough knowledge of his subject, and as a consequence is generally listened to and considered. Naturally quick, he soon masters his facts. He has great power of concentration, but, like most Irishmen, lacks application. Unlike his race, however, he is not impulsive, and seldom speaks without thinking. He has more the memory of a barrister than that of a permanent official, and should he forget the details, always remembers the line of argument. With a little more patience he would make a good judge, as he knows well how to sift evidence, and is just in dealing with the opinions of others. Thorough himself, he expects thoroughness in those about him. Cant and hypocrisy he will have none of. Nor does he believe in employing second-rate intellect. The best man and the best price is Lord Dunraven’s motto. There is no niggardliness437about him, yet at the same time he intends to get his money’s worth. Mistakes are not overlooked, but forgiven. As a result he is much liked by all who have any dealings with him.

The principal family estates are in Ireland and Wales. Adare Manor, the Irish home where the present peer was born, is situated in one of the prettiest parts of County Limerick. The house, which had fallen into decay during the last century, was entirely rebuilt by Lord Dunraven’s grandfather. It is of gray stone and in the style of the Tudor period. The most imposing apartment is the gallery, which is panelled in old oak and has a beautifully carved ceiling. This room is approached from the hall by means of a stone stair-case let into the wall, and is entered through richly carved double doors brought from an old church at Antwerp. It is one hundred and thirty-two feet long and twenty-one feet wide. Along the sides hang the family pictures, and a few choice paintings by old masters. The hall is lofty, and lighted by colored windows, which, together with the organ, hidden away in a recess, gives the place more the appearance of a cathedral than the entrance to a private house. The river Maigne flows past the manor on the south side, and, when at home, the subject of our sketch may often be seen fishing for a salmon or shooting a weir in his canoe, after the manner of Canadian log men down the rapids. Not far from the manor house, on the banks of the river, are the ruins of a Franciscan abbey, built in 1464 for the Observant Brothers by a former Earl of Kildare, while adjoining lie the ruins of Desmond Castle, so celebrated in Irish history.

RUINS OF DESMOND CASTLE.

Lord Dunraven is much attached to Ireland and the Irish. He devotes large sums of money annually towards improving and keeping up Adare, and spends all the income derived from the estate in giving employment to the people of the district. This fact alone, seeing that he has only a life interest in the place, shows his large-mindedness. His property is probably the only one in the south of Ireland on which no outrage has ever been committed, and it speaks well for his popularity that when he came amongst his own tenants a few months ago to deliver a speech against Mr. Gladstone’s Home Rule bill, not only was he listened to, but, for the time, received the support of many Home Rulers in the district. At Adare, Lord Dunraven entertained Lord Spencer and438the vice-regal court in state, and subsequently received Lord Londonderry and Lord Houghton.

Dunraven Castle, in Glamorganshire, is built on the edge of a cliff, and overlooks the Bristol Channel. The coast is very dangerous, and many a ship has struck and gone to pieces on the treacherous rocks in sight of the castle. There is no safe anchorage anywhere near, so Lord Dunraven is in the peculiar position of having a home by the sea, but is unable to approach it in his yacht. Lately the castle has been enlarged, and a new wing and courtyard added. During the last few years, owing probably to the unsettled state of Ireland, Lord and Lady Dunraven have done most of their entertaining here. Not long ago the Duke and Duchess of Teck and the Princess May (Duchess of York) made a long stay at the castle. The gardens are well kept, but the want of shelter prevents the shrubs and coverts from growing, and gives the more exposed part of the estate rather a barren appearance. The shooting is fairly good, and the park well stocked with deer.

Kenry House, in the vale of Putney, was until recently used as the town residence, but when Lord Dunraven’s daughters grew up it was necessary to take a house in London. Still Kenry is a favorite Saturday to Monday resort of Lord Dunraven during the parliamentary session.

Few men in like position have led so varied a life as the owner of “Valkyrie,” and as a consequence he has come into contact with most men and women worth knowing. In social circles he is very popular, and no smart entertainment is complete without him. In clubland he is always welcome, and is as equally at home at the Beefsteak or the Savage as at the Marlborough or the Turf. While Parliament is sitting he is often found at the Carlton, discussing with his party the latest move on the political chess-board, or talking science and literature with his friends at the Athenæum. His energy is boundless. He will work all the morning, legislate in the afternoon, dine out, and then spend the evening in amusement. Travelling to him is nothing. He never tires. He is an early riser, and no matter what time he goes to bed is always up and attending to his correspondence at the usual hour the next morning. In this way he gets through a great amount of work, and is able to find time for the same amount of pleasure. He is very generous, and as a result is often imposed upon. Not only is he called upon to give money toward the charities in his own neighborhoods, but people write to him from all parts of the United Kingdom to help them in their distress. Often he yields, and many a home has been made happy by a gift of money or money’s worth. Scarcely a church or chapel on his Welsh estate is self-supporting. All expect, and many get, grants from Lord Dunraven. In Ireland, too, he is equally liberal; and Father Flanagan, the priest at Adare, could tell many a tale of want relieved and assistance given to the Catholics on the estate.

London, England.

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