Chapter II: Part 2

There was little change on the "Road" during Anne's time; springs of steel had replaced the leather straps used in England until about 1700, but the coaches, improved in minor details, were still ponderous and required powerful teams to draw them. The Queen's own state coach was drawn by six mares of the Great Horse, or as it should be called in connection with the period under survey, the Shire Horse breed. Oxen were used in the slow stage waggons, as appears from the laws passed by William III. and Anne. The law of the latter sovereign (6 Anne, cap. 56) enacted that not more than six horses or oxen might be harnessed to any vehicle plying on the public roads except to drag them up hills; and this latter indulgence was withdrawn three years later (1710), leaving the team of six to negotiate hills as they might. Hackney coachmen evidently displayed a tendency to evade their legal obligations in the matter of size in their horses; for in 1710 another Act (9 Anne, c. 16) was passed to the same effect as a former law, requiring hackney-coach horses to be not less than 14 hands in height.

GEORGE I. (1714-1727).

During the first seventy years of the eighteenth century Eastern horses were imported in large numbers; there is in existence a list of 200 stallions which were sent to this country, but that number does not represent a tithe of the whole. The event of George I.'s reign, from a Turf point of view, was, of course, the arrival, in 1724, of the Godolphin Arabian, the sire to which our racers of to-day owe so much. George I. appears to have taken little personal interest in the Turf, though at least one visit paid by him to Newmarket, in October 1717, is recorded; nor does the parliamentary history of his brief reign show that much attention was given to the work of improving our horses.

The science of travel had gone back rather than forward, for in 1715 the post from London to Edinburgh took six days, whereas in 1635 it took three. At this time, and until 1784, the mails were carried by boys on horseback; and between the badness of the roads, the untrustworthiness of the boys, and the wretched quality of the horses supplied them, the postal service was both slow and uncertain. The Post Office still held the monopoly (first granted in 1603) of furnishing post-horses at a rate of threepence a mile, and its control over its subordinates was of the slightest.

The only Act of George I.'s reign relating to horses was that of 1714 (1 George I., c. 11), which forbade waggoners, carriers, and others, from drawing any vehicle "with more than four horses in length."

The omission of reference to oxen in this connection may indicate that for draught purposes on the highways they were going out of use.

GEORGE II. (1727-1760).

An important step was taken in regard to the Turf by George II. in 1740; some of its provisions will be found in _Ponies Past and Present_ (pp. 8 and 9), but it contained other clauses of a far-reaching character. This law (13 Geo. II., c. 19) provided that every horse entered for a race must be _bonâ fide_ the property of the person entering it, and that one person might enter only one horse for a race on pain of forfeiture. The weights to be carried were prescribed:

A 5-year-old was to carry 10 stone.
A 6-year-old " " 11 stone.
A 7-year-old " " 12 stone.

Any horse carrying less was to be forfeited and his owner fined £200. Every race was to be finished on the day it began, that is to say, all heats were to be run off in one day. The Act went even further. It declared that matches might be run for a stake of under £50, only at Newmarket and Black Hambleton in Yorkshire, under a penalty of £200 for disobedience. Prizes elsewhere were to be of an intrinsic value of at least £50, and entrance money was to go to the second horse.

So drastic a measure as this could not long be upheld in a free and sport-loving country; and it is without surprise we find the Government, five years later, withdrawing from a position which must have made it excessively unpopular. The next law (18 Geo. II., c. 34, sec. xi.) opens with the announcement that, whereas the thirteen Royal Plates of 100 guineas value each, annually run for, as also the high prices that are continually given for horses of strength and size are sufficient to encourage breeders to raise their cattle (_sic_) to the utmost size and strength possible, "Therefore it shall be lawful to run any match for a stake of not less than £50 value at any weights whatsoever and at any place or places whatsoever."

The effect of this "climbing down" measure was naturally to introduce lighter weights. Thus in 1754, to take an example that presents itself, Mr. Fenwick's Match'em won the Ladies' Plate of 126 guineas at York carrying nine stone, as a five-year-old; six-year-olds carrying 10 stone, four-mile heats; and in 1755 Match'em beat Trajan at Newmarket carrying 8 stone 7 lbs. Perhaps it is not too much to say that the Act of 1745 was the first step towards modern light-weight racing. It must be added that the scale of weights prescribed for the Royal Plates was as follows:--

4-year-olds carried 10 stone 4 lb.
5-year-olds " 11 " 6 "
6-and aged " 12 "

Races decided in 4-mile heats.

The King himself lent a somewhat perfunctory support to the Turf, keeping at Hampton Court a grey Arab stallion, whose services were available for mares at a stated fee.

A most important event in the history of the Turf marks George II.'s reign. The Jockey Club was founded, and its existence first received public recognition in Mr. John Pond's _Sporting Kalendar_, published at the end of 1751 or the beginning of 1752. It is probable, however, that the club was actually in existence in the year 1750; but it was started without any attempt at publicity, and, so far as can be ascertained, with no idea whatever of acquiring the despotic power which eventually came into its hands. As Mr. Robert Black, in _The Jockey Club and its Founders_, remarks:

"What more natural than that the noblemen and gentlemen who
frequented Newmarket, where ruffians and blacklegs were wont to
congregate, should conceive the notion of forming themselves into
a body apart, so that they might have at Newmarket as well as
in London and elsewhere a place of their own, to which not every
blackguard who could pay a certain sum of money would have as much
right as they to claim entrance."

The conjecture is a most plausible one; but it was not long before the Club showed that it intended to support racing in practical fashion, for at the Newmarket meeting in May, 1753, two Jockey Club Plates were given for horses belonging to members of the Club.

It is stated that, in the year 1752, sixty thoroughbred stallions, of which only eight were reputed imported Arabs, were standing for service in various parts of England; fees, as may be supposed, were low. A horse named Oronooka headed the list at a fee of 20 guineas; another, Bolton Starling, covered at 8½ guineas; but the usual charge was one, two or three guineas. Flying Childers in the earlier part of the century stood at 50 guineas, then at 100 guineas, and one season at 200 guineas.

There is little to note concerning the "Road" or other spheres of equine work during this reign. The roads were as bad as ever, and travel was so slow that in 1740 Metcalf, the blind road-maker, walked the 200 miles from London to Harrogate more quickly than Colonel Liddell could cover the distance in his coach with post-horses. The barbarous methods of training cavalry recruits at this period was attracting notice, as we learn from a little work on _Military Equitation_, by Henry Earl of Pembroke, which was published in 1761. The writer refers to the "wretched system of horsemanship at present prevailing in the army," and refers to the common method of putting a man on a rough trotting horse, to which he is obliged to stick with all his might of arms and legs." Most of the officers, he says, when on horseback are a disgrace to themselves and the animals they ride; and he proceeds to urge the adoption of methods based on practical common sense.

(About 1750.)]

GEORGE III. (1760-1820.)

The laws concerning horses made by the Parliaments of George III. have bearing on the subject of breeding and improvement, inasmuch as they deal with the horse as taxable property. The turf, road, and hunting history of the reign is important, the first particularly so, though the King himself took little personal interest in racing. "Give and Take" plates for horses from 12 to 15 hands were in fashion during the latter part of the last century, George II.'s Act directed against small racehorses notwithstanding. A 12-hand pony carried 5 stone, and the scale of weight for inches prescribed 14 oz. for each additional quarter of an inch; whereby 13 hands carried 7 stone, 14 hands 9 stone, 15 hands 11 stone. Hunter races were run at Ascot in 1722, and after that date the _Calendar_ of 1762, however, is the first of the series that contains the form of "Qualification for a Hunter."

The Royal Plates were still among the most important events of the Turf; in 1760 there were 18 of these in England and Scotland, and 6 in Ireland, 5 of the latter in Kildare. The "King's Plate Articles," which appear in every annual issue of the _Racing Calendars_ for very many years, were retained in their original form. "Six-year-olds shall carry 12 stone, 14 lbs. to the stone; three heats"; but in the _Calendar_ of 1773 a footnote occurs, "By a late order altered to one heat." Nevertheless, very cursory inspection of the books shows that much latitude was allowed in weights, distances, and numbers of heats both before 1773 and after. In 1799 another footnote appears under the "King's Plate Articles," to effect that the conditions "By a late order are altered to one heat and different weights are appointed." In spite of this order races for the plates were on occasion still run in two or three heats, apparently by permission of the Master of the Horse. We are not informed what weight the new scale required, but the pages of the _Calendar_ show they were reduced; authoritative information on the point appears with the Articles at a later date. In 1807 the number of Royal Plates had been increased to 23 in Great Britain.

On the 4th May, 1780, the first Derby was run; the value of the stake was 50 guineas, and the race, open to three-year-old colts at 8 stone, and fillies at 7 stone 11 lbs., distance one mile, was won by Diomed. In 1801, 1803, 1807, and 1862, the weights for the Derby were altered, always increasing by a few pounds, till they reached their present level. By 1793, the Derby had grown into great popularity. The establishment of the St. Leger, in 1776, and the Oaks in 1779, are events which also aid to make King George III.'s reign memorable. Races for Arab produce occur on the Newmarket "cards" about the time our classic races were founded; sweepstakes of 100 guineas being run for in 1775, 1776, and 1777. Races for Arabs, however, have never been continued for many years in succession.

GREY DIOMED, foaled 1785. By Diomed--Grey Dorimant.

Bred by Sir CHARLES BUNBURY, Bart.]

The accompanying portrait of Grey Diomed, a son of Diomed, the winner of the first Derby, in 1780, gives a good idea of the racehorse of this period. Grey Diomed was foaled in 1785, and won many important races between the years 1788 and 1792. He was bred at Great Barton, Bury St. Edmunds, by Sir Charles Bunbury.

It was in 1780 that Mr. William Childe, of Kinlet, "Flying Childe," introduced the modern method of riding fast to hounds. Prior to Mr. Childe's time, men rode to hounds in a fashion we should consider slow and over-cautious, timber being taken at a stand; but once the superior excitement of fast riding across country was realised, the old, slow method soon disappeared.

Though the Norfolk Hackney achieved its fame through Blaze (foaled 1733), who begat the original Shales, foaled in 1755, and the foundations of this invaluable breed were thus laid in George II.'s time, we must have regard to the period during which the breed achieved its celebrity both at home and abroad, and that period is the long reign of George III.

The old system of conveying mails on horseback, with its innumerable faults and drawbacks, came to an end in George III.'s time, a mail coach making its first trip in August, 1784, when the journey from Bristol to London, about 119 miles, was performed in 17 hours, or at a rate of 7 miles per hour. The era of macadamised roads, which was followed by the short "golden age" of fast coaching, can hardly be said to belong to this reign, Mr. Macadam's system of road-making having been generally adopted only in 1819.

The founding of the Royal Veterinary College at Camden Town in 1791 was by no means the least important event of this reign; it is not too much to say that it marked an epoch in the history of the Horse; for the establishment of this institution made an end of the quackery, often exceedingly cruel, which for centuries had passed for medical treatment of animals. Until the end of the eighteenth century English veterinary practitioners had been content to follow in the footsteps of such teachers as Gervaise Markham, who was the great authority on equine diseases two hundred years before; and the principles and practice of Gervaise Markham were hardly free from the taint of witchcraft and sorcery. Some of the more drastic and obviously useless remedies had been discredited and abandoned, but at the period of which we write, English veterinarians appear to have been following their own way regardless of the more enlightened methods which were beginning to gain acceptance among the advanced practitioners of France. For to the French is due the credit of laying the first foundations on which scientific veterinary surgery was built.

The helplessness of the old school is proved by the ravages of epizootics. The loss of horses and other live stock when contagious disease gained footing was enormous, such diseases being entirely beyond the understanding of veterinarians. The last half of the eighteenth century saw the establishment of veterinary colleges in Europe. Lyons led the way in 1761; the next to be founded was that of Alfort near Paris in 1765; the next, Copenhagen, in 1773; Vienna, 1775; Berlin, 1790, and London, as already mentioned, in 1791.

Study of animal diseases was stimulated by the invasion of deadly plagues, which wrought such havoc that stock-raising in some countries threatened to disappear as an industry. Knowledge of these plagues and efficient remedies had become essential to the existence of horse and cattle breeding, and the collection of facts and correct views concerning such diseases was the greatest task of the veterinary colleges: the progress made was necessarily slow; but the foundation of veterinary surgery as a science dates from the establishment of the colleges named. For many years the new school of veterinarians were groping in the dark; but if they made no striking advance they did valuable work in collecting facts and correct views concerning animal diseases, which were of great value to a later generation.

The Royal Veterinary College was founded by a Frenchman named Charles Vial de St. Bel, or Sainbel. Sainbel was born at Lyons in 1753. His talents developed early in life, and after a brief but brilliantly successful career in France he came over to England in 1788. He published proposals for founding a Veterinary School in this country, but his suggestions were not favourably received, and he returned home. Perhaps the fact that he had married an Englishwoman during his short residence on this side of the Channel influenced Sainbel in his choice of refuge when the Revolution threatened; but however that may be, it was to London that he repaired when political unrest in Paris bade him seek a new sphere of activity.

By a stroke of good fortune Mr. Dennis O'Kelly selected the young French veterinary surgeon to dissect the carcase of the great race-horse Eclipse in February, 1789. Sainbel did the work, and wrote an "Essay on the Geometrical Proportions of Eclipse," which attracted immediate notice and established his reputation as a veterinary anatomist.

He still cherished his scheme for founding a Veterinary School, and his abilities now being recognised, it was taken up by the Odiham Agricultural Society. In 1791 Sainbel had the satisfaction of seeing the school established, in the shape of a farriery with stabling for fifty horses. He did not live to see the success that was destined to attend his enterprise, as he died in 1793 in his fortieth year. During the two years of his work as principal, however, he had laid down the lines on which scientific veterinary practice should be conducted; in the words of his biographer, "Sainbel may justly be looked upon as the founder of scientific veterinary practice in England" (_Dictionary of National Biography_).

GEORGE IV. (1820-1830).

In George IV. the Turf had, perhaps, the most ardent supporter it ever boasted among our sovereigns, though the unfortunate Escape affair caused him to renounce the sport altogether for many years (1791-1810): The King was passionately fond of horses, and never wearied of trying hacks and hunters; he got together a splendid breeding stud at Hampton Court. In the last year of his reign he increased the number of Royal Plates to 43, of which 27 were run for in England, Scotland and Wales, and 16 in Ireland: he was also instrumental in bringing about vast improvements in the royal buckhounds. The legislative measures of George IV. were a bill to entirely relieve agricultural horses from taxation, the duties thereon having been reduced by George III. in the last year of his reign; and a bill to relieve horses let for travelling of the duties that had been imposed upon them by his father.

WILLIAM IV. (1830-1837).

William IV. had no great love of racing, and his personal attitude towards the sport is well reflected in his oft-quoted order to "start the whole fleet" for the Goodwood Cup of 1830. He was, however, fully alive to the national importance of racing, and did something to encourage it, presenting the Jockey Club in 1832 with one of the hoofs of Eclipse set in gold, which, with £200 given by himself, was to be run for annually by horses the property of members. "The Eclipse Foot" appears to have brought fields for only four years, and then remained an ornament of the Jockey Club rooms at Newmarket.

In the same year, 1832, a new schedule of weights was appended to the Articles for the King's Plates; this shows that the weights to be carried varied somewhat according to the places where the races were run. No scale was prescribed for Newmarket, the conditions being left for settlement by the Jockey Club. In 1837, the last year of William's reign, the number of Royal Plates had again increased and stood at 48, 34 in England and Scotland, 14 in Ireland.

The king continued the breeding stud at Hampton Court which his brother had bequeathed to him; if his affection for the Turf was slight, he deserves the greater credit for having maintained it.

The reign of William IV. saw the coaching age at its best, for rapid travel by road was raised to a science only a few years before its extinction by the introduction of railways. Good roads, good horses and improved coaches in combination rendered it possible to cover long distances at a uniformly high speed, from 10 to 10½ miles per hour being the rate at which the mails ran between London and Exeter, London and York, and other important centres.

HER MAJESTY QUEEN VICTORIA.

ACC. JUNE 20, 1837.

The sale of the Hampton Court Stud is the first noteworthy event of Her Majesty's reign. The step taken by the Queen's advisers, with Lord Melbourne, the Prime Minister, at their head, was deeply regretted by all interested in horse breeding, as one seeming to imply that the national sport would no longer receive the patronage of the Throne. A respectful but strong memorial against the sale was presented by the Jockey Club, but without avail, and on October 25, 1837, Messrs. Tattersall disposed of the stud before a crowded audience, which included buyers from France, Germany, Russia, and other foreign countries. The catalogue included 43 brood mares, which brought 9,568 guineas; 13 colt foals, 1,471 guineas; 18 filly foals, 1,109 guineas; and 5 stallions, including The Colonel and Actæon and two imported Arabs, 3,556 guineas.

Actuated by patriotic motives and unwilling that so fine a horse should go abroad, Mr. Richard Tattersall bought The Colonel for 1,600 guineas; a price which was then considered a very large one. The total realised by sale of the stud, including a couple of geldings, was 15,692 guineas. Thirteen years later, in 1850, the clear-sightedness of H.R.H. the Prince Consort, saw that the dispersal had been a mistake, and that year saw the foundation of a new stud which flourished until 1894, when it was sent to the hammer. Regarding this second dispersal, it was urged that the stud did not pay its expenses; and although it produced The Earl, Springfield and La Flèche, good judges, including the late General Peel, were of opinion that the ground, on which for so many years Thoroughbreds had been reared, was tainted and therefore needed rest.

In 1840 the fifth Duke of Richmond brought in a bill to repeal those clauses of 13 George II. which still remained on the Statute Book limiting the value of stakes, and this measure passed into law, not without opposition (3 and 4 Vic. 5). Some interesting evidence bearing on our subject was given before the Select Committee on Gaming which was appointed in 1844. Mr. John Day gave it as his opinion that the breed of horses had much improved during the twenty to twenty-five years preceding, the improvement being apparent in riding and draught horses. Mr. Richard Tattersall shared Mr. Day's opinion as regarded improvement, but thought fewer horses were bred. About 1836 or 1837 farmers were in such a state that they could not, or did not think it worth while to breed; by consequence the industry had fallen off and there was a scarcity. Railways, in Mr. Tattersall's opinion, had affected the market. "The middling sort does not sell in consequence of railways; horses that used to fetch £40 now bring £17 or £18." Riding horses sold better than the middling class, but hunters did not fetch half the price they did in former years.

(From a Painting by J. E. FERNELEY, about 1826.)]

The result of this investigation, as far as the horse question is concerned, was briefly summarised in the following passage of the Third Report of the Lords' Committee. They thought it desirable that this amusement should be upheld, "because, without the stimulus which racing affords, it would be difficult, if not impossible, to maintain that purity of blood and standard of excellence which have rendered the breed of English horses superior to that of any other country in the world."

The last statement was borne out by Mr. Tattersall's evidence. He said that he had sent horses to every part of the world except China. America and the countries of Europe have been purchasing the best stallions and mares money could buy in England during the last hundred years and more.

In 1845 the number of Queen's Plates stood at 51; 36 in Great Britain and 15 in Ireland. In 1861 the scale of weights was remodelled and made applicable to all the Plates wherever run; and in the same year it was enacted that "none of Her Majesty's Plates shall be run in heats."

Some few abortive attempts to control racing by law have been made since Her Majesty's accession. In 1860 Lord Redesdale introduced into the House of Lords a bill to stop light-weight racing by fixing the minimum weight at 7 stone. This measure was withdrawn, Lord Derby and Lord Granville, also a member of the Jockey Club and leader of the Liberal Party in the House of Lords, promising on behalf of the Jockey Club that that body was prepared to deal with the matter; but nothing was done in the direction indicated.

In May, 1870, Mr. Thomas Hughes, the member for Frome, brought in a bill to amend the laws relating to racing. This bill proposed to make it unlawful to race any horse or mare under three years old, and to make the Queen's Plates open only to horses four years old and upwards. Mr. Hughes, in introducing his measure, said that between 1843 and 1868 the number of two-year-olds running had increased fourfold, while the number of races of a mile and upwards had decreased, and urged that the system which had grown up tended to cause deterioration in the breed of horses. As was well known at the time, Mr. Hughes was indebted for his facts and figures to Sir Joseph Hawley. This bill was read a first time by 132 votes to 44, but was withdrawn in the following July.

Great and radical changes had come over the Turf during the twenty-five years mentioned by Mr. Hughes, but they were only incidental to the general process of Turf development which has been going on since the advent of the railway.

In 1836 the travelling van was first used for conveying a horse from training quarters to the race course. Lord George Bentinck, who managed Lord Lichfield's racing stable, resolved at the last moment to run Elis in the St. Leger, and astonished the betting fraternity by producing him at Doncaster in time for the race; to do this he had borrowed a van which had been constructed to carry fat cattle to Smithfield Show. The fact that Elis won the St. Leger to which he had been brought in this, then novel, fashion no doubt did something to stimulate the practice of transporting race horses thus; but the van was gradually superseded by the horse-box, which was first employed for the purpose about 1840.

Railways, as they spread over the country, did much to increase the number of meetings held and to increase the numbers of entries. We find that in the period between 1827 and 1837 the number of horses running increased from 1,166 in the former year to 1,213 in the latter; while during the period between 1860, when railroads had become numerous, and 1870, the number of horses running rose from 1,717 in the former year to 2,569 in the latter.

The development of the daily sporting press and the spread of the telegraph system have also contributed to the changes on the Turf. By quickening the interest of the people in racing, these factors have helped to increase the attendance on race courses, and at "gate money meetings," to enhance the funds at the disposal of promoters, whereby the latter are able to offer in prize money sums beyond the conception of our grandfathers in the early years of the century.

With the increase in the number of meetings, of horses running and the value of prizes, other changes have gradually crept in. The Challenge Whip remains the solitary survival of the old four-mile races. The Whip, it may be well to remind the reader, was originally the property of Thomas Lennard, Lord Dacre, whose arms are engraved upon it. Lord Dacre was created Earl of Sussex in 1674 by Charles II.: he was devoted to the Turf, and it is believed that he left his Whip (a short, heavy, old-fashioned jockey-whip with hair from the tail of Eclipse interwoven into the ring on the handle) as a trophy to be run for at Newmarket. He died in 1715, but the first race for the Whip does not appear to have been run till 1756, when Mr. Fenwick's Match'em won from Mr. Bowles' Trajan. Gimcrack, Mambrino, Shark, Pot-8-os, Dungannon, Thormanby, and many other famous horses have run for the Whip. The course is the Beacon, 4 miles 1 furlong 177 yards, and the weight to be carried is 10 stone.

The tendency for years has been in favour of short races at the expense of long distance events. At the Newmarket Craven meeting of 1820 there was one race of about three miles, five races of two miles or over, twenty of about one mile and two of under one mile. At the Newmarket Craven meeting of 1900 there were three races of about one mile and a half, six of about one mile, and eleven of five or six furlongs. The necessity for breeding race horses that could carry from ten to twelve stone twice or thrice in an afternoon over a four-mile course has disappeared altogether. In his place we have the animal which can carry seven stone over six or seven furlongs at a pace that would probably have left Eclipse hopelessly behind, but which is useless for any purpose off the race-course.

The highly artificial existence to which our race horses are now subjected, jealously protected from change of temperature, and "forced" in preparation to take part in two-year-old races, has done much to impair fitness to beget horses that will stand work in the hunting field or on the road. This is a result of the changes which have come over the English Turf during the century. We must, however, retrace our steps and glance at the endeavours to improve our horses which have been made within the last thirty years.

(From a Painting by GEORGE STUBBS, R.A., 1793.)]

The year 1873 saw the appointment of the Select Committee generally known as Lord Rosebery's Committee "to Enquire into the Condition of the Country with regard to Horses, and its Capabilities of Supplying any Present or Future Demands for them." This committee did not consider the question of Racing; their labours during their sixteen sittings were restricted to eliciting facts from the witnesses concerning the breeding and supply of horses of the generally useful stamp; and much valuable evidence was given before them. To summarise them briefly, the main points of their Report were as follows:--

The Committee considered that so far as the Army was concerned it seemed to be admitted that the mounted branches were never better horsed than they were now: Mr. H. R. Phillips had given evidence that Irish mares were chiefly used in the Army. They were not prepared to recommend the formation of Government breeding studs on the Continental plan, deeming it better that the military authorities should continue to buy as private customers. They did not recommend any check on the use of unsound stallions, though admitting this to be a great evil; to restrain owners of unsound sires from offering their services for hire would, they thought, be construed as interference with individual liberty; but, if practicable, they would have prizes given at agricultural shows to sound stallions which covered mares at a low fee.

They also recommended (and this was the only one of their recommendations adopted by the House of Commons) the abolition of taxes on horses which operated as a deterrent to farmers who would otherwise pay more attention to breeding. The evidence given before them showed that there appeared to be no scarcity of Thoroughbreds: high-class hunters had increased in price and more in proportion than other horses, but those who could afford to pay could generally find what they required. There was a general decrease in the number of horses in England; the evidence pointed to a great scarcity of agricultural horses, and while the Cleveland Bay and old-fashioned Hackney or Roadster had become extremely rare, we had been obliged of late years to look abroad for supplies of harness horses.

The causes of deficiency in these breeds were (1) the export of mares; (2) the increased profits accruing to sheep and cattle rearing, and (3) the increased demand for horses, consequent on increased population and augmented wealth, which produced a relative scarcity. The Committee recorded great improvements during the few years preceding in Cornwall and Devon, where formerly few horses had been bred.

The value of the work performed by this Committee was much qualified by the disinclination of its members to hear any evidence which did not bear directly upon Thoroughbreds and the production of saddle horses. Perusal of the mass of evidence given by numerous witnesses shows that the Committee would hear little or nothing in relation to the condition of Harness Horse breeding, apparently holding that very important department of the industry as without the scope of their inquiry. It is difficult to understand why this attitude was adopted, but the published minutes stand to prove that any witness who ventured to comment upon harness horses and the advisability of stimulating their production, was not encouraged to give information.

What little evidence was accepted in regard to harness horses showed the existence of a growing demand for the best Roadster stock in continental countries. French, Italian, German and Austrian breeders were fully alive to the value of Hackney blood, and their agents coming every year to England for the purpose since about 1840 had purchased all the good stallions they could find to foster and promote the breeding of horses eminently suitable for carriage artillery and transport work.

Mr. J. East, of the firm of Phillips and East, said that the French agents "buy the very best mares they can get; you cannot get them to buy a bad mare." The late Mr. H. R. Phillips stated in course of his evidence that his firm sent "from thirty to forty of these roadster stallions every year to France and Italy and different countries; they sent as many as they could procure." When asked how the number of Hackney stallions exported at that date compared with the number exported ten or fifteen years previously (say about the year 1858), Mr. Phillips replied that the foreigners had always taken as many as they could get.

Horses of roadster stamp are not less necessary to the efficiency of the British army than to Continental armies; but while the Committee displayed the greatest care and assiduity in their investigations concerning the causes of dearth in saddle horses, they passed over the not less important question of harness horse supply, as though holding that a matter of no account.

It is to be regretted that the Committee did not ask questions as to the enormous number of mares purchased for France, Germany, Russia and Austria, and also enquire concerning the use to which the mares are put in those countries. The answers would have been instructive, for it is now well known that fifteen out of every twenty of them were medium and heavy weight hunter mares--many of them stale for riding to hounds, but in every other respect suitable for breeding. These foreign buyers had no prejudices: they bought the mares with the view of breeding stock of the type most suitable for the requirements of their respective countries: the mares had plenty of thoroughbred blood in their veins, and it remained for breeders to select stallions of the right stamp. Hence the demand from all continental countries for Hackney sires which began sixty years ago and which has continued ever since.

How urgent was the necessity for attention to this department of horse-breeding was very fully demonstrated by Earl Cathcart in a paper[17] which was published in the _Journal_ of the Royal Agricultural Society of England about ten years afterwards. Lord Cathcart adopted the practical method of obtaining from friends who had long experience, their opinions on the condition of the breeding of horses other than thoroughbreds; and the communications sent by these gentlemen make up the bulk of the paper referred to.

There was but one opinion among Lord Cathcart's correspondents who, it must be noted, wrote quite independently of one another. To briefly summarise their statements, they deplored the disappearance of the old-fashioned thoroughbred with bone and stamina, and the disappearance of the Cleveland breed and the Hackney of the 'thirties. Many influences had been at work to bring about the regrettable change in the stock of the country.

The spread of railways had put an end to the demand for coach horses and roadsters, and the men who used to ride everywhere in the old days had given up their hardy and enduring saddle horses for the more luxurious seat in the train. At the same time buyers from France, Germany, and other Continental countries, having discovered the willingness of English breeders to part with their breeding stock if sufficiently tempted, purchased every good mare money could command.

Again, the craze for height had done something to impair the merits of what roadsters the foreigners left us. The Clevelands were ruined by crossing with leggy inferior thoroughbreds, whose sole recommendation consisted in their height at the shoulder and which were wanting in every useful quality.

The value of the half-bred hunter was also insisted on by Lord Cathcart's correspondents--all of them men who had right to form an opinion. Mr. Sax Maynard, who for fifteen years was Master of the North Durham Hounds, laid stress on the "wear and tear" qualities of the hunter got by the old stamp of thoroughbred out of the Cleveland mare, and conversely of hunters got by Cleveland sires out of thoroughbred mares. The superior speed of the thoroughbred was admitted; but the greater endurance of the half-bred hunter in hilly country was a quality which gave him a value which did not attach to the pure thoroughbred.

Nothing more convincing could have been compiled than this essay from several horse-breeding correspondents. It shows clearly how very great is the change which has come over the principal breeding grounds of England during the present reign.

In regard to the disappearance of horses of the useful stamp for harness and saddle it is not necessary to require evidence for the reasons. When we remember how enormous was the network of coach route that spread all over the kingdom in pre-railway days; and consider how vast were the studs necessary to horse the mail and passenger coaches, to say nothing of the post-chaises preferred by people of means; and when we think that the road-coach survives now only in a few out-of-the-way corners of the country, and is regarded as an interesting relic of by-gone days where it does exist, we can form perhaps a vague idea of the extent of the change. About the year 1830 upwards of 1,040 coaches were running daily out of London alone.

We need not, thanks to "Nimrod" and other chroniclers of the coaching age, remain content with a vague idea of the number of horses then in use on the roads. It is easy to take a single route and reckon up the stud required to work a coach running thereon. The usual "stage" for a team was from eight to ten miles, and making due provision for rests, accidents, &c., the proprietors estimated the needs of a coach at one horse per mile "one way." Therefore a coach running from London to York, 200 miles, and back, required about 200 horses; from London to Edinburgh, 400 miles, and back, about 400 horses; from London to Exeter, 175 miles, and back, about 175 horses.

On roads where the passenger traffic was heavy, coaches were numerous: as many as twenty-five ran daily in the summer during the 'thirties from London to Brighton. The distance by road is about sixty miles, whence it would seem that no fewer than 1,500 horses were used by the coach proprietors on that route alone; probably more, as competition was keen and the speed maintained was hard upon horseflesh.

The average working life of a horse in a fast road coach was about four years, according to Nimrod. Hence the coach proprietor found it necessary to renew one fourth of his stud at a cost of from £25 to £45 per head every year. Mr. Chaplin, who owned five "yards" in London in the 'thirties, had upwards of 1,300 horses at work in various coaches on various roads, and would therefore have been obliged to purchase about £11,375 worth of horses every year.

When the railway banished the coach from the highroad, which it did with considerable rapidity, these great coaching studs were necessarily given up, and a market for horses of the most useful stamp disappeared. An eminent proprietor gave the qualities required in a road coach-horse for fast work as follows: "First requisite, action; second, sound legs and feet, with power and breeding equal to the nature and length of the ground he will work upon; third, good wind, without which the first and second qualifications will not avail in very fast work for any length of time. The hunter and racer are good or bad, chiefly in proportion to their powers of respiration; and such is the case with the road-coach horse."

The practical disappearance from our country of such horses as those used in the mail and ordinary coaches and in post carriages was nothing short of a national calamity. They were horses of the essentially useful stamp, sound, hardy and enduring, just such animals as are indispensable for cavalry, artillery, and transport work on a campaign. And though the full importance of the loss which had befallen us was evident, the difficulties in the way of retrieving our position as breeders was not less evident. The breeding of horses had ceased to be remunerative, and as a natural consequence men had ceased to breed them, preferring to devote their energies and capital to stock of a stamp for which they could depend upon finding a market. Any horses of the useful class that were produced found their way, if worth having, into the hands of foreigners, as we have seen.

In March, 1887, Lord Ribblesdale took the matter up and in a very able speech drew the attention of the House of Lords to the question of the "Horse Supply for Military and Industrial Purposes." He rendered a tribute to the work that was being done by private persons and by societies and associations, thanks to whose endeavours the breeders of Shire horses and Clydesdales were prospering. The brisk foreign demand for British stock proved its merit, but so long as halfbred horses suitable for remounts and all useful purposes were as scarce as they were, while we were importing horses to the value of over a quarter of a million sterling annually, including harness-horses and match pairs of carriage-horses, we had evidence that we were not breeding high class horses up to the demand for our own daily increasing needs.

He urged that the money given in Queen's Plates be diverted from its then use and devoted to subsidising approved stallions, which should serve at low fees; and that large prizes should be offered from the public purse for foals, yearlings, and two-year-olds. As regarded military horses he advised the purchase of two-year-olds to be kept at maturing _depôts_ till old enough to take in hand; and in recommending the system of direct purchase from the breeder referred to the fact that direct purchase was approved by Baron Nathansius, the French Inspector General of Remounts, in a letter which that officer had addressed to the present writer.

Lord Ribblesdale paid me the compliment of seeking my assistance in his task: and in order to obtain the actual views of the horse-breeding interest in England, Colonel Sir Nigel Kingscote, Sir Jacob Wilson and the writer met in February, 1887, and drew up a series of questions.

These questions were printed and sent out to between three and four hundred of the best known horse-breeders in the Kingdom; to all, in point of fact, whose experience would lend weight to their views and whose addresses could be secured. The principal questions put were as follows:--

"_Q. 1._ Assuming that an annual Grant from the Government of
£5,000 be made for the encouragement of the breeding of halfbred
horses, to whom in your opinion ought such grant to be entrusted
for distribution? Whether to a specially constituted Board of
Trustees or to any other body?

"_Q. 2._ Is it your opinion that the distribution of the above
Grant should take the form of a subsidy in the shape of Premiums
for Thoroughbred Stallions covering at a moderate fee similar to
those offered by the Hunters' Improvement Society at their Annual
Spring Show, and this year by the Royal Agricultural Society at
Newcastle?"

In answer to Question 1, 194 replies were received in time for tabulation; of these 79 were in favour of the grant being distributed by a specially constituted Board of Trustees; 60 were in favour of its distribution by the Royal Agricultural, Hibernian and Caledonian Societies; 33 preferred that the duty should be vested in local and county societies, and 22 offered no opinion.

Of answers to Question 2, 113 were in the affirmative, 44 replied "No," and partial concurrence was expressed by 19; a few gentlemen advised subsidising roomy halfbred mares. The body of opinion so collected and tabulated was placed in Lord Ribblesdale's hands about the end of April; but not until August did opportunity occur for him to ask in the House of Lords whether the Government proposed to take any action in the matter. He referred briefly to the fact that the breeders of the Kingdom had been circularised on the subject, but omitted to support his enquiry by any analysis of the very important and valuable mass of expert opinion thus placed at his disposal.

It is quite probable that during the months which elapsed between receipt of the information we had collected for him and the date of his August speech, Lord Ribblesdale had made use of them to influence the Government in the desired direction; for the speech appeared to be framed solely for the purpose of affording Lord Salisbury opportunity to declare the intentions of his Government.

In brief, the Premier announced that it was proposed to devote the money theretofore given as Queen's Plates to breeding; that this sum, £3,000 a year, would be made up to £5,000 by a small addition to the Estimates; and that it was proposed to assign the duty of administering the fund to an independent Trust. The Royal Commission on Horse Breeding was appointed, consisting of the Duke of Portland, the Earl of Coventry, Lord Ribblesdale, Mr. Chaplin, M.P., Mr. F. G. Ravenhill, Mr. John Gilmour, Sir Jacob Wilson and Mr. Bowen Jones; and, acting in concert with the Royal Agricultural Society, the Commissioners, in December, 1887, issued their first Report.

This document stated that only in recent years had any further necessity arisen to encourage breeding apart from private enterprise; the scarcity of horses was due, in their opinion, to the creation of large breeding studs by foreign Governments, who came to us for their stock and caused a drain upon our resources.

The Commission reported "there was little doubt that the Queen's Plates had failed to fulfil their purpose;" but perhaps it had been nearer the mark to say that the Royal Plates had _ceased_ to fulfil their original purpose, owing to the multiplication of valuable stakes which reduced the Royal hundred-guinea prizes to third-class rank and rendered them useless as factors in the encouragement of breeding. The Commission recommended the abolition of the Royal Plates and the application of the money thereto devoted to a scheme of Queen's Premiums, under which sound and approved thoroughbred sires should stand in specified districts and under control of a local committee, serve mares at a low fee. The scheme was at once adopted, and has worked well in practice.

The year 1896 saw the appointment of the Royal Commission to Inquire into the Horse Breeding Industry in Ireland. Though the enquiry resolved itself into a comparatively narrow issue, a very large amount of evidence, much of it exceedingly interesting and instructive, was recorded. In pursuance of their policy of encouraging the breeding of all live stock in Ireland, it was proposed to send over selected stallions, thoroughbred and roadster, for the use of owners of mares in the horse-breeding districts. There was much diversity of opinion on the propriety of establishing hackney sires in a country so famed for its hunters, and the principal object of the Commission was to take the opinions of experts on the proposed step.

While the majority of witnesses were averse from the introduction of the hackney sire, on the ground that the happy-go-lucky methods of the small Irish farmer would lead to intermingling of blood to the ultimate deterioration of the Irish hunter, it was generally acknowledged that the bone and substance of the hackney was eminently desirable in many districts to improve the character of the local stock.

Could a workable system of mare registration have been devised to prevent hunter mares being sent to hackney sires in those counties where hunter-breeding is a valuable industry, there can be no doubt that the introduction of such sires would lay the foundation in Ireland of the breed of high class harness-horses in which Britain is so singularly deficient, and which could be produced in Ireland with as much, if not greater, success, as they are produced on the Continent.

Her Majesty's reign has seen the rapid growth of demands from every civilised country in the world for British horses of every breed, eloquent proof of the esteem in which our horses are held abroad and of the success which has attended our endeavours to improve them.

We have, it must be confessed, "gone back" in our department of horse-breeding; the supersession of coaches and their teams of fast and enduring horses by railway traffic has brought about neglect of this most useful stamp of animal. The tens of thousands of coach horses formerly required created a large and valuable industry, and it is only in the natural order of things that when railways made an end of the coaching era that horse-breeders should have turned their energies into new channels.

It is only within recent years that breeders have recognised how much combined and systematic endeavour can do to assist them in their task of improving our several breeds; and it is worth observing that the most important societies for the promotion of horse-breeding (apart from the General Stud Book) were all founded in the short space of nine years, one after the other, till at the present day every breed is represented by a body whose sole aim is to care for its interests.

LIGHT HORSES.

_The Hunters' Improvement Society_, founded 1885. Secretary, Mr. A. B. Charlton, 12, Hanover Square, London, W.

_The Hackney Horse Society_, founded 1884. Secretary, Mr. Euren, 12, Hanover Square, W.

_The Cleveland Bay Horse Society_, founded 1884. Secretary, Mr. F. W. Horsfall, Potto Grange, Northallerton, Yorks.

_The Yorkshire Coach Horse Society_, founded 1886. Secretary, Mr. J. White, Appleton Roebuck, Yorkshire.

_The Trotting Union of Great Britain and Ireland_, founded 1889. Secretary, Mr. E. Cathcart, 7, Trinity Square, Brixton, London.

_The Polo Pony Society_, founded 1894. Secretary, Mr. A. B. Charlton.

_The New Forest Pony Society_, founded 1891. Secretary, Mr. H. St. Barbe, Lymington, Hants.

_The Shetland Pony Society_, founded 1891. Secretary, Mr. Robert R. Ross, 35, Market Street, Aberdeen.

HEAVY HORSES.

_The Shire Horse Society_, founded 1878 (as the English Cart Horse Society; name changed in 1884). Secretary, Mr. J. Sloughgrove, 12, Hanover Square, W.

_The Suffolk Horse Society_, founded 1891. Secretary, Mr. Fred Smith, Woodbridge, Suffolk.

_The Clydesdale Horse Society_, founded 1883. Secretary, Mr. Archibald MacMilage, 93, Hope Street, Glasgow.

_London Cart Horse Parade Society_, founded 1885. Secretary, Mr. Euren, 12, Hanover Square, London, W.

The dates when these Societies were established are given, as the information eloquently bears out that passage in the Report of the Royal Commission on Horse-breeding which refers to private enterprise.

FOOTNOTES:

[1] _Ponies Past and Present._ By Sir Walter Gilbey, Bart, published by Vinton & Co., Limited.

[2] "The History and Art of Horsemanship." By Richard Berenger, Gentleman of the Horse to George III., published 1771.

[3] "London," by Stephanides. Leland's _Itinerary_, vol. viii.

[4] "The History of Newmarket." By T. P. Hore. (3 vols.) H. Baily & Co. London, 1886.

[5] See _The Great Horse or War Horse_ (p. 26). Third edition. By Sir Walter Gilbey, Bart. Vinton & Co., Ltd. 1899.

[6] See _Ponies Past and Present_, pp. 5-6.

[7] _The Great Horse or War Horse_. Third edition. By Sir Walter Gilbey, Bart., Vinton & Co., Ltd., 1899.

[8] "History of Newmarket."