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.
[Illustration: 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 as their 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.
[Illustration: 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, who 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" (_nee_ "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.
[Illustration: 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.
[Illustration: 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 the two 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.
[Illustration: 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 L930. 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 second Royal
Western match, "Britannia" came to grief, while in the second race on
the Clyde the prince's yacht was disqualified.
[Illustration: 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 Inverness has 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.
[Illustration: 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 bait in 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.
[Illustration: ADARE MANOR HOUSE.]
The working-man may have good reason 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.
[Illustration: 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 niggardliness about 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.
[Illustration: 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 and the 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 Athenaeum. 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.