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Varsity Athletics Match is an annual athletics (track and field) match between the universities of Oxford and Cambridge held annually since 1864.

Exeter College, Oxford, were the first to hold college sports, in 1850. Other colleges followed suit in quick succession and sometime in 1856 a committee was formed under Robert Barclay of Trinity College, Cambridge, and the first inter-college athletic sports were held at Fenner's, the Cambridge University cricket ground, from 16 to 18 March 1857. These would come to be known as the Cambridge University Sports. Oxford University emulated that in 1860 and the first athletics match between the universities of Oxford and Cambridge took place on the Christ Church College cricket ground in Oxford, on Saturday 5 March 1864. There were eight events on the programme and the match ended in a draw, with each team winning four events. There not being any women at either university at the time the meet was open to men only, and women did not participate until 1975.

Athletics was not the first sport to establish a match between Oxford and Cambridge. They had played cricket in 1827, rowing started in 1829, rackets in 1855, and tennis in 1860. That's real tennis, lawn tennis was not developed until the 1870s. They also played billiards in 1860, had their first rifle shooting match in 1862, and had a steeplechase match in 1863.

The only field events on the programme that first year were the long jump and high jump, both of which were won by Francis Gooch, Merton College, Oxford. Benjamin Darbyshire, Wadham College, Oxford, won both the 100 yards and 440 yards, while four different Cambridge athletes, all from Trinity College, won their four events. Charles Lawes won the 1 mile, Arthur Daniel the 120 yard hurdles, Edward Wynne-Finch won the 200 yard hurdles, the only time the event has ever been held in the match, and Richard Garnett won the steeplechase. Unlike a modern steeplechase held on the track, this was held over 2 miles of rough country, with the athletes twice negotiating a 12-foot brook and several hedges before returning to finish on the track.

In 1867 the authorities at Oxford University refused permission for the match to be held there and the venue switched to Beaufort House in West London. The Civil Service Sports had been held there since 1864, the Amateur Athletic Club Championship had been held there in 1866, it was the premier athletics venue in London and the change of venue established the varsity match as an important part of the social calendar of the day. By 1876 fifteen thousand spectators came annually to watch the match.

The 1868 edition saw five world best performances. John Tennent of Wadham College, Oxford, equalled the world best of 10 seconds for 100 yards; John Ridley of Jesus College, Cambridge set new figures of 51 seconds for 440 yards; William Gibbs, also of Jesus College, Cambridge, established new best figures of 4:28 4/5 for 1 mile; John Morgan of Trinity College, Oxford ran 15:20 1/5 for 3 miles, the first time the event had been held in the match, and Thomas Batson of Lincoln College, Oxford, threw the hammer 99ft 6in (30.34m).[1]

In 1864 and 1865 Francis Gooch (Merton, Oxford) won both the high jump and long jump events, for a total of four event wins, a record that was not broken until 1913 when Henry Ashington (King's, Cambridge) won five events in two years and seven events in three years. After finishing last in 1 mile in 1911 he won the 120 yard hurdles and long jump in 1912, the same two events plus the 880 yards in 1913, the first to win three events in one year, and won the high jump and long jump in 1914. He died in action on 31 January 1917.

Annual and cumulative scores

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Annual and cumulative scores
  Annual score Cumulative score  
Date Venue Oxford Cambridge Tie Oxford Cambridge Tie source
5 March 1864 Christ Church College cricket ground, Oxford 4 4 1 [2][3]
25 March 1865 Fenner's cricket ground, Cambridge 3 6 1 1 [4][5]
10 March 1866 Christ Church College cricket ground, Oxford 3 5 1 2 1 [6][7]
12 April 1867 Beaufort House, Walham Green, London 3 6 3 1 [8][9]
3 April 1868 Beaufort House, Walham Green, London 5 4 1 3 1 [10][11]
18 March 1869 Lillie Bridge, West Brompton 3 5 1 1 4 1 [12]
7 April 1870 Lillie Bridge, West Brompton 7 1 1 2 4 1 [13]
31 March 1871 Lillie Bridge, West Brompton 5 3 1 3 4 1 [14]
25 March 1872 Lillie Bridge, West Brompton 3 5 1 3 5 1 [15]
31 March 1873 Lillie Bridge, West Brompton 6 3 4 5 1 [16]
27 March 1874 Lillie Bridge, West Brompton 5 4 5 5 1 [17]
19 March 1875 Lillie Bridge, West Brompton 6 3 6 5 1 [18]
7 April 1876 Lillie Bridge, West Brompton 6 3 7 5 1 [19]
23 March 1877 Lillie Bridge, West Brompton 4 5 7 6 1 [20]
12 April 1878 Lillie Bridge, West Brompton 4 5 7 7 1 [21]
4 April 1879 Lillie Bridge, West Brompton 4 5 7 8 1 [22]
19 March 1880 Lillie Bridge, West Brompton 3 6 7 9 1 [23]
7 April 1881 Lilliie Bridge, West Brompton 5 4 8 9 1 [24]
31 March 1882 Lilliie Bridge, West Brompton 4 5 8 10 1 [25]
16 March 1883 Lilliie Bridge, West Brompton 3 6 8 11 1 [26]
8 April 1884 Lillie Bridge, West Brompton 6 3 9 11 1 [27]
27 March 1885 Lilliie Bridge, West Brompton 5 3 1 10 11 1 [28]
2 April 1886 Lillie Bridge, West Brompton 6 3 11 11 1 [29]
25 March 1887 Lillie Bridge, West Brompton 3 6 11 12 1 [30]
23 March 1888 Queen's Club, West Kensington 4 5 11 13 1 [31]
29 March 1889 Queen's Club, West Kensington 4 5 11 14 1 [32]
22 March 1890 Queen's Club, West Kensington 3 6 11 15 1 [33]
20 March 1891 Queen's Club, West Kensington 3 5 1 11 16 1 [34]
8 April 1892 Queen's Club, West Kensington 4 5 11 17 1 [35]
23 March 1893 Queen's Club, West Kensington 7 2 12 17 1 [36]
17 March 1894 Queen's Club, West Kensington 6 3 13 17 1 [37]
3 July 1895 Queen's Club, West Kensington 4 5 13 18 1 [38]
27 March 1896 Queen's Club, West Kensington 4 5 13 19 1 [39]
2 April 1897 Queen's Club, West Kensington 5 4 14 19 1 [40]
29 June 1898 Queen's Club, West Kensington 7 2 15 19 1 [41]
24 March 1899 Queen's Club, West Kensington 5 5 15 19 2 [42]
30 March 1900 Queen's Club, West Kensington 6 4 16 19 2 [43]
29 March 1901 Queen's Club, West Kensington 6 4 17 19 2 [44]
21 March 1902 Queen's Club, West Kensington 5 4 18 19 2 [45]
28 March 1903 Queen's Club, West Kensington 2 8 18 20 2 [46]
26 March 1904 Queen's Club, West Kensington 2 8 18 21 2 [47]
31 March 1905 Queen's Club, West Kensington 6 3 1 19 21 2 [48]
24 March 1906 Queen's Club, West Kensington 7 3 20 21 2 [49]
22 March 1907 Queen's Club, West Kensington 8 1 1 21 21 2 [50]
28 March 1908 Queen's Club, West Kensington 4 6 21 22 2 [51]
19 March 1909 Queen's Club, West Kensington 6 4 22 22 2 [52]
19 March 1910 Queen's Club, West Kensington 3 7 22 23 2 [53]
25 March 1911 Queen's Club, West Kensington 4 6 22 24 2 [54]
23 March 1912 Queen's Club, West Kensington 5 5 22 24 3 [55]
14 March 1913 Queen's Club, West Kensington 5 5 22 24 4 [56]
27 March 1914 Queen's Club, West Kensington 4 6 22 25 4 [57]
1915-1919 no contest due to World War I
1920

History of the London to Brighton

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The Prince of Wales visited Brighton, then called Brighthelmston, regularly from 1783 when he obtained his majority, originally renting a modest former farmhouse that he remodelled, extended, and enlarged so that by 1822 it had became a royal residence known as the Brighton Pavillion. This made Brighton a fashionable resort not just with the English but nobles and gentry from the continent came over for the entertainments, parties and for the horse races at Brighton Racecourse.[58][59] Due to his father's illness the Prince of Wales served as Prince Regent from February 1811 and succeeded his father as king George IV in January 1820. This required government ministers to attend him in Brighton and on more than one occasion he held a council there. This meant that getting there was important.[60] In his 1894 history of the London and Brighton road, William Blew described it as, "the best-found, the most popular, and the busiest coach road out of London."[61]

A coach and four with outside passengers on the King's Road, Brighton.

At the beginning of the nineteenth century there were two roads from London to Brighton, both turnpikes, with toll gates, one by way of Lewes and one by way of Horsham.[62] In 1764, it took two days for a stage coach to travel from London to Brighton.[63] By 1804 there was a post chaise service between the two towns and in May 1810 a daily mail coach service commenced, taking eight hours to cover the approximately fifty-eight miles.[64] By July 1811 there were competing passenger coach services, including Israel Alexander's Royal Blue Coach Company operating a twice-daily service from 35 Camomile Street, and William Pattenden of Brighton departing the White Lion, Gracechurch Street, at eight o'clock every morning, Sundays excepted. This competition encouraged speculation as to the best route.[65]

In 1813 Matthew Phillips, an engineer and surveyor from Yorkshire, undertook a survey of the route and in January 1814 there was a meeting at the London Coffee-House, Ludgate Hill, to discuss a proposal based on his survey to re-draw the route to make it shorter and more efficient. The discussion included details of the channel coast fishing industry and the valuable commercial consequences of their plan. Brighton alone had sent 850,000 mackerel to London the previous year.[66][67]

Work on the route actually commenced at Gatton Lodge, two miles north of Reigate and Redhill, in September 1816, and by 1825 the route was complete. This remained the main route from London to Brighton until extensive construction at Gatwick Airport in the 1950s.

In 1819 Mr Matthews, of Bethnal Green, London, patented some improvements in the design of the four-horse coach and the time for the stage coach journey to Brighton came down to around six hours.[68] Royal Blue added a freight service three times a week with their vans, "locked, lighted and guarded for the safe conveyance of goods of every description," departing 35 Camomile Street at half-past five on Monday, Wednesday and Friday, these heavier vehicles taking between ten and twelve hours to reach Brighton.[69][70] Other coach companies started working the route and by 1831 passenger services regularly took five hours and Red Rover, a coach operated by Robert Nelson of Brighton, had covered the route in a few minutes over four and a half hours.[71] In October 1833 John Hayllar, a driver for Alexander and Co., of the Three Nunns Inn, Aldgate, London, drove his coach, "Criterion" to Brighton in three hours and fifty minutes.[72][73]

In August 1825 The Vacuum Tube Association announced that when completed their service would offer transport from London to Brighton in one hour.[74][75][76] By September 1827 this had become The London, Brighton, and Shoreham Pneumatic Conveyance Company who submitted to Parliament that, "the principle of transmission by atmospheric pressure being incontrovertible, and its practicability having been demonstrated to the conviction of every one who has examined it, advantage may be taken of an opportunity for putting it profitably into practice." They estimated that it would cost no more than 20 pounds Sterling to carry 300 people and 50 tons of goods from London to Brighton and back every day, and that passengers could profitably be charged two shillings for the journey, compared with the stage coach fare of twelve shillings.[77][78] Parliament was not convinced and they were not granted a licence to commence public trials.

Steam powered road vehicles first appeared in England in 1801 and by 1829 experimental vehicles constructed by Sir Goldsworthy Gurney, by Walter Hancock, and by Sir James Anderson were carrying as many as eight passengers on journeys of up to twenty-five miles.[79][80] In November 1832 Walter Hancock drove his steam carriage "Infant" from London to Brighton and back in two days. He had problems arranging for supplies of appropriate coke to fuel his machine on the journey which was not without incident but it averaged ten miles an hour for the whole trip.[81] In September 1833 he repeated the experiment without incident arriving in Brighton in six hours.[82] A few weeks later Gurney ran his steam carriage to Brighton in four hours and fifty-nine minutes.[83]

In January 1825 the Surrey, Sussex, and Hants Rail Road Company was formed with a view to creating a rail road service from London to Brighton, Lewes, Shoreham, and Portsmouth.[84][85] They surveyed two routes, one longer than the other but requiring less tunneling and fewer cuttings, but the committee were unable to agree on which route was the best and this came to nothing.[86] In January 1831 the London and Brighton Railway Company announced that they had commisisoned G. and J. Rennie to survey a route suitable for a rail road line from London to Brighton.[87][88] Steam ships were now making passenger journeys shorter and cheaper and in France a railway from Paris to Dieppe was under construction so that a railway from London to Brighton could potentially link London to Paris in thirty hours.[89] Rennie had in turn engaged Charles Vignoles to survey another route and George Stephenson surveyed another route so that by 1835 there were four different railway companies debating six different routes to the south coast.[90][91][92][93] In February 1836 there were three different bills before parliament for the right to build a railway to Brighton.[94][95] This complexity meant there were repeated delays and a train from London eventually arrived in Brighton in September 1841.

In the age before mechanical transport there were clearly many people who had walked from London to Brighton for various purposes. As part of the French Revolution, for example, the French monarchy was abolished in September 1792, and in January 1793 the last French king Louis XVI was beheaded in Paris. Britain expelled the French ambassador from London and France declared war on Great Britain. In the following weeks large detachments of artillery marched from Woolwich with their field-pieces for south coast ports, particularly Brighton, Yarmouth, Dover and Hythe, until every port of any consequence opposite the French coast had forces stationed there ready to respond should any French privateers approach the coast.[96][97]

The first person recorded to have covered the route for what might be considered sport was Captain Robertson of the South Gloucester Militia who walked from Brighton to London and back in September 1803. He wagered forty guineas that he could do it within forty-eight hours and won his bet handsomely, arriving back at his camp in Brighton after 45 hours and 20 minutes on the road.[98][99][100] The following July John Bell walked from Brook Green, Hammersmith, to Brighton for a wager of 200 guineas that he could do it in fourteen hours, and won his bet with fifteen minutes to spare.[101][102][103]

Some sources claim that in May 1809 an anonymous gent rode a horse from London to Brighton in five hours, and offered that he could, for a sufficient wager, do it in less. There is no evidence anyone took him up on this.[104] In June 1819 Mr. T. Alford, and three friends travelled from London to Brighton on velocipedes in 9 hours.[105][106][107]

In November 1822 a pedestrian called Wright covered the route on each of four consecutive days. Starting on Tuesday 5 November he walked from London to the Elephant and Castle in Brighton in a little less than fourteen hours, and the next day he walked back. On Thursday and Friday he repeated the walk finishing at the Crown and Barley Mow, Gray's Hill Lane, at seven o'clock in the evening having covered 216 miles in a total walking time of two days, seven hours and eleven minutes.[108][109][110]

The first man to run between London and Brighton was the, "celebrated runner" Tomlinson, who made a match for 100 guineas that he could go from "the extremity of Brighton," to the Quadrant Coffee House, Regent Street, London, in less than ten hours. On Monday 19 December 1825 he covered the first twenty miles in a few minutes less than three hours, and after twenty-six miles he stopped and had a short nap on some straw in a covered van that accompanied him. He got to the top of Ryegate Hill, thirty one miles, in four and a half hours, stopped at Tooting for half-an-hour for a mutton-chop supper and won the match with a leisurely ten minutes to spare.[111][112][113]

The first race of any kind from London to Brighton was a horse and buggy match in December 1836. The race was between a pony called Clampfield owned by Mr Hodges of Sutton in Surrey and driven in the match by Mr Hall, and Black Bess, a pony owned and driven by Captain Martin Becher, the renowned steeple chase rider. They left the Elephant and Castle in Southwark at half past ten on the morning of Saturday 10 December, and covered the first twelve miles with hardly anything between them. At that point Hall stopped to refresh his horse, while Becher continued but slowed his pace. Hall caught him and overtook, then they each walked their horse for some way permitting the other to gain a lead. Then the antagonist caught him up and again they raced for a while until another decided to rest his horse. Around thirteen miles from Brighton Mr Hodge's horse reared and damaged his cart and while Hall repaired the vehicle Captain Becher went on, but his horse was becoming distressed. Hall caught him up again and got ahead, but had to stop and push the cart up a hill as his horse was too tired, and Becher passed him again about eight miles from Brighton and went on to win at a gallop. The winner's time is reported as either four hours and forty-eight minutes or four hours and fifty-one minutes with Hall coming in ten to twelve minutes behind. Captain Becher is said to have won a bet of one hundred pounds.[114][115][116][117]

The first foot race took place in January 1837 between two professional pedestrians, Jack Berry from Lancashire and John Townsend, whose father was the town crier at Lewes. Their match was a go-as-you-please event with the men allowed to walk or run as they desired, but they were required to stick to the highway through Sutton, Reigate, Crawley, and Hickstead, and were each trailed by two umpires in a buggy to ensure fair play. The first to touch the railings of St Peter's Church, Brighton, would be the winner. The church is on the edge of an open park called The Level and is around eleven hundred yards (1 km) short of the sea front. They started from the Elephant and Castle, Blackfriars Road, London, with Townsend given a twenty minute head start due to his age. Berry started at twenty-three minutes past eight in the morning of Monday 30 January 1837. The weather was not good. Only three weeks earlier a snow storm had closed the Brighton Road for four days, and on the day it was windy and after an hour of the race a cold drizzle started that turned to sleet on the tops of hills. Berry got to the Swan Inn at Reigate in one hour thirty-six minutes just four minutes behind Townsend, but then stopped for fifteen minutes for refreshments and to change his clothes. Berry passed Townsend at Hookwood Common, on the border of Surrey and Sussex (28 miles), and ran non-stop to the thirty-third milestone, where he started to suffer cramps in his feet and was forced to walk. Townsend's more modest start and even pace saw him overtake Berry outside Patcham and he ran into Brighton to find Berry had beaten him to it. By the windmill at Patcham Berry had retired and ridden a barouche into town to witness the finish. Townsend was greeted by a numerous crowd that one newspaper described as "half of Brighton," gathered in the road to cheer and applaud, and touched the church railings in eight hours and thirty-seven minutes.[118][119][Note 1]

The first person to ride a pedal-powered bicycle from London to Brighton was John Mayall junior, the son of a well-known photographer, who, accompanied by two friends on similar machines, left Trafalgar Square London on the morning of Wednesday 17 February 1869 and arrived in Brighton some twelve hours later. His "bicycle" was described at the time as a velocipede, but had cranked pedals on the front wheel, thirty-four inches (86 cm) in diameter, and weighed sixty pounds (27.2 kg).[120][121][122]

The vehicles passing through London on their way to Brighton on the occasion of the Emancipation Run, Sat 14 Nov 1896, to celebrate the change in the law to permit vehicles to travel at up to twelve miles per hour.

The first motor car to appear on a public road in Britain was probably the four-wheeled vehicle built by Frederick Bremer, a plumber and gas-fitter from Walthamstow in east London, who first drove his car around the streets of London in December 1894. By June 1895 the Honourable Evelyn Ellis, the fifth son of Baron Howard de Walden had imported a Panhard et Levassor from France and the following month he drove from Southampton to Malvern. The National Motor Museum estimate there were some fifteen cars in Britain by the end of that year.[123] There is no record of anyone driving a car from London to Brighton until the "Emancipation Run" of November 1896. The first vehicle to arrive in Brighton was one of two Bollée that completed the route that day. They did not take the programmed lunch break at Reigate and arrived in Brighton around ninety minutes ahead of the next vehicle.[124][125] The name of the first driver to finish is not known, but it was almost certainly one of the three sons of Amédée Bollée.

In April 1922 Doris Joel, a daughter of the diamond magnate Solomon Joel announced that she was going to walk from London to Brighton to demonstrate that "girls were also able to perform long distance walks." She seemed unaware that Winifred Green from Bolton had competed in the fifty-one mile Manchester to Blackpool walk in 1920, finishing in 12:32:25 for 24th place in the open race. Doris Joel set herself the conservative target of twenty-four hours to complete the Brighton walk. Within days two department store clerks, Maud Brown and Christina Wright, challenged Miss Joel to a race. They both worked at Gamage's, the London department store, and spent all day on their feet, and having previously walked the fifty-eight miles from Beckenham to Clacton, were confident they could walk to Brighton in a lot less than twenty-four hours. Then Lilian Madeline Salkeld, a 16-year-old Manchester schoolgirl, also challenged Miss Joel. Lilian had completed a 33 mile walk in 7:02:39 and covered 42 miles in a training walk and said she expected to get to Brighton in under 13 hours. Doris Joel bet fifty pounds that Lilian Salkeld would not get to Brighton in less than 13 hours.

The start was to be from Big Ben at eight o'clock on the evening of Friday 28 April 1922. Doris Joel did not appear at the start and Maud Brown and Christina Wright simply walked from work, crossed over Westminster Bridge and carried on walking, in the same clothes they had worn at work that day, including their high-heeled shoes. There was a large crowd at Big Ben, some of whom were intent on preventing the event from taking place, and Lilian's start was delayed by ten minutes. She was dressed in a short-sleeved shirt-waister dress, short socks, stout walking shoes, and when it got cold at night she put on a woollen jumper and gloves. Her parents followed her in a car and she was accompanied by 10-year-old Georgie Edwards, the son of her coach, Albert Edwards, who was also in the car with her parents.

steeplechase in other media

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Since the event began there has been a debate as to whether athletes should train as hurdlers who can run a long way, or as middle-distance runners who can also hurdle. Technical books and training guides tend to include the steeplechase in amongst the other middle-distance events and there are to date no books specifically about the steeplechase. There is at least one film about a steeplechaser, Paan Singh Tomar was a soldier in the Indian army and was seven times national steeplechase champion, then he did something, different. There is also a song Hey There Delilah by American pop rock band the Plain White T's about American steelechaser Delilah DiCrescenzo.

[edit]

National Union of Track Statisticians [18]

Horsebread

[edit]

The making and selling of horse bread was controlled by law. In 1389 an act of parliament, The Statute of Victuallers and Hostellers (13 Richard II c. 8.) specified that hostelers and inn keepers were not permitted to make horse bread for sale, but that it could only be made by certified bakers, and that the weight and price of loaves should be, "Reasonable after the price of Corn in the Market."[126] No punishment was specified for offenders, but in 1402 under king Henry IV (4 Henry IV c. 25.) the fine was set at three times the value of the bread sold.[127]

In 1540 under king Henry VIII (32 Henry VIII c. 41) these terms were amended so that any hosteller or inn keeper in a town where there had been no baker for seven years was permitted to make horse bread for sale as long as the price was reasonable, according as the price of the graynes of corn that now is.[128] And this was confirmed in 1623 by a further act under king James I, An Acte Concerning Hostlers or Inholders (21 James 1. c. 21) where justices of the peace were given authority to set the fine as they saw fit.[129]

Firearms Legislation in England

[edit]

The concept of legislating the use and ownership of weapons goes back at least as far as 1285 (13 Edward I) when the teaching or practice of fencing with a buckler was banned in the City of London.[130] In 1305 the Statue of Arms stipulated the weapons that could be carried or used at a tournament of knights. This stated that not even a knight could bring a pointed sword, and his attendants were not permitted to wear or have a dagger.[131] Throwing spears were banned in 1383 (7 Richard II c. 13.), and in 1388 servants, apprentices, and labourers were banned from wearing a sword in public except in time of war (12 Richard II c. 6.).[132][133] A statute of 1511 (3 Henry VIII c. 3.) banned foreigners from having or using a longbow in England, and also banned them from taking bows or arrows out of the country.[134]

The first legislation to specifically mention firearms was 6 Henry VIII c. 13 (1514) that prohibited the use of hand guns by anyone who did not own land with an income of at least forty Marks per year. The same rule also applied to crossbows. There was an exception if you lived on a ship, within seven miles of the sea, or, "upon any of the English Marches foranenst Scotland," when you were allowed to use a gun or crossbow to defend your home or the town.[135] In 1522 the value of the land you had to hold was amended to one hundred Pounds Sterling (14 Henry VIII c. 7.), and these rules were repeated in 1533 (25 Henry VIII c. 17.).[136][137]

In 1534, as a result of dissent within Wales to King Henry VIII proclaiming himself head of the Church of England, it was made illegal for any Welsh man or anyone in Wales to take a weapon of any sort, "any bill, longebowe, crosbowe, handgon, swerde, staffe, daggare, halberde, morespike, speare, or any other maner of weapon," to any public assembly, fair, market, church, or meeting, or within two miles of any court (26 Henry VIII c. 6.).[138]

By 1541 the increased variety of hand held firearms required new legislation and it was then made illegal to own any, "handgun hagbutt or demy hake, or use or kepe in his or their houses or elsewhere any handgun hagbut or demy hake," unless you owned land worth more than one hundred pounds. These weapons were required to be at least three feet long (91.4 cm), unless they were a "hagbutt or demyhake," when the minimum length was three-quarters of a yard (68 cm). In addition, these weapons could be used only for firing at a bank of earth, a butt, or a mark, and not for shooting game (33 Henry VIII. c. 6.).[139]

An act of 1548 (II Edward VI c. 14.) stipulated that no one less than a Lord could fire a handgun within any town or city, that hayleshot, or any other form of shot that delivered more than one pellet at a time, was banned entirely, and that anyone wishing to fire a handgun had to register with the Justice of the Peace first. The purpose of this was given as that the king might know where in the country armed men were to be found should he need them for any purpose. This is not yet gun licensing, but owner registration.[140]

Notes

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  1. ^ The time was reported as 8:32 in the Monmouthshire Merlin, 8:35 in the Brighton Gazette, and 8:37 in Bell's Life. The Road Runners Club History of the London to Brighton gives 8:37.

References

[edit]
  1. ^ Richard Hymans "World Record Progressions" International Amateur Athletics Federation (2015)
  2. ^ Bell's Life, Sat 12 Mar 1864 p. 7
  3. ^ Sporting Life, Sat 5 Mar 1864 p. 4
  4. ^ Bell's Life, Sat 1 Apr 1865 p. 7
  5. ^ Field, Sat 1 Apr 1865 p. 21
  6. ^ Bell's Life, Sat 17 Mar 1866 p. 9
  7. ^ Sporting Life, Wed 14 Mar 1866 p. 3
  8. ^ Bell's Life, Sat 13 Apr 1867 p. 8
  9. ^ Field, Sat 13 Apr 1867 p. 24
  10. ^ Bell's Life, Sat 4 Apr 1868 p.\ 7
  11. ^ Field, Sat 4 Apr 1868 p. 16
  12. ^ Bell's Life, Sat 20 Mar 1869 p. 6
  13. ^ Bell's Life, Sat 9 Apr 1870 p. 3
  14. ^ Bell's Life, Sat 1 Apr 1871 p. 3
  15. ^ Bell's Life, Sat 30 Mar 1872 p. 5
  16. ^ Bell's Life, Sat 5 Apr 1873 p. 9
  17. ^ Bell's Life, Sat 28 Mar 1874 p. 3
  18. ^ Bell's Life, Sat 20 Mar 1875 p. 12
  19. ^ Bell's Life, Sat 8 Apr 1876 p. 11
  20. ^ Bell's Life, Sat 24 Mar 1877 p. 3
  21. ^ Bell's Life, Sat 13 Apr 1878 p. 3
  22. ^ Bell's Life, Sat 5 Apr 1879 p. 10
  23. ^ Bell's Life, Sat 20 Mar 1880 p. 9
  24. ^ Bell's Life, Sat 09 Apr 1881 p. 10
  25. ^ Bell's Life, Sat 1 Apr 1882 p. 8
  26. ^ Bell's Life, Sat 17 Mar 1883 p. 11
  27. ^ Bell's Life, Wed 9 Apr 1884 p. 1
  28. ^ Bell's Life, Sat 28 Mar 1885 p. 8
  29. ^ Field, Sat 3 Apr 1886 p. 34
  30. ^ Field, Sat 26 Mar 1887 p. 37
  31. ^ Field, Sat 24 Mar 1888 p. 25
  32. ^ Field, Sat 30 Mar 1889 p. 39
  33. ^ Field, Sat 29 Mar 1890 p. 42
  34. ^ Field, Sat 21 Mar 1891 p. 38
  35. ^ Field, Sat 9 Apr 1892 p. 46
  36. ^ Field, Sat 25 Mar 1893 p. 32
  37. ^ Field, Sat 24 Mar 1894 p. 60
  38. ^ Field, Sat 6 Jul 1895 p. 68
  39. ^ Field, Sat 28 Mar 1896 p. 40
  40. ^ Field, Sat 3 Apr 1897 p. 38
  41. ^ Field, Sat 2 Jul 1898 p. 30
  42. ^ Field, Sat 25 Mar 1899
  43. ^ Field, Sat 31 Mar 1900 p. 45
  44. ^ Field, Sat 30 Mar 1901 p. 44
  45. ^ Sporting Life, Sat 22 Mar 1902 p. 7
  46. ^ Field, Sat 4 Apr 1903 p. 41
  47. ^ Field, Sat 2 Apr 1904 p. 47
  48. ^ Field, Sat 1 Apr 1905 p. 44
  49. ^ Field, Sat 31 Mar 1906 p. 48
  50. ^ Field, Sat 23 Mar 1907 p. 38
  51. ^ Field, Sat 4 Apr 1908 p. 39
  52. ^ Field, Sat 20 Mar 1909 p. 40
  53. ^ Field, Sat 26 Mar 1910 p. 51
  54. ^ Field, Sat 1 Apr 1911 p. 57
  55. ^ Sporting Life, Mon 25 Mar 1912 p. 7
  56. ^ Sporting Life, Sat 15 Mar 1913 p. 7
  57. ^ Sporting Life, Sat 28 Mar 1914 p. 2
  58. ^ Derby Mercury, Thu 5 Aug 1784 p. 3
  59. ^ Sussex Advertiser, Mon 8 Aug 1785
  60. ^ Staffordshire Advertiser, Sat 25 Jan 1834 p. 3
  61. ^ [1] Brighton And Its Coaches: A History of the London and Brighton Road (1894) William C. A. Blew
  62. ^ Sussex Advertiser, Mon 27 Jan 1823 p. 3
  63. ^ Newry Telegraph, Tue 1 Dec 1835 p. 2
  64. ^ Morning Herald (London), Fri 4 May 1810 p. 1
  65. ^ Sussex Advertiser, Mon 8 July 1811 p. 3
  66. ^ Morning Post, Fri 14 Jan 1814 p. 4
  67. ^ Sussex Advertiser, Mon 14 Feb 1814 p. 3
  68. ^ Oxford University and City Herald, Sat 10 Apr 1819 p. 4
  69. ^ Oxford University and City Herald, Sat 10 Apr 1819 p. 4
  70. ^ Johnson's Sunday Monitor, Sun 16 Apr 1826 p. 5
  71. ^ Sussex Advertiser, Mon 11 Apr 1831 p. 3
  72. ^ Weekly Dispatch (London), Sun 20 Oct 1833 p. 4
  73. ^ Morning Herald (London), Fri 22 Nov 1833 p. 1
  74. ^ Globe, Tue 30 Aug 1825 p. 3
  75. ^ Berkshire Chronicle, Sat 3 Sep 1825 p. 2
  76. ^ Manchester Guardian, Sat 3 Sep 1825 p. 3
  77. ^ Sun (London), Mon 24 Sep 1827 p. 4
  78. ^ Watchman, Sun 30 Sep 1827 p. 8
  79. ^ Clonmel Herald, Sat 20 Jun 1829 p. 3
  80. ^ Leicester Chronicle, Sat 8 Aug 1829 p. 2
  81. ^ Brighton Gazette, Thu 8 Nov 1832 p. 3
  82. ^ Patriot, Wed 18 Sep 1833 p. 5
  83. ^ Reading Mercury, Mon 30 Sep 1833 p. 3
  84. ^ Public Ledger and Daily Advertiser, Thu 13 Jan 1825 p. 1
  85. ^ New Times (London), Thu 13 Jan 1825 p. 1
  86. ^ Brighton Patriot, Tue 28 Jul 1835 p. 4
  87. ^ Morning Herald (London), Sat 4 Dec 1830 p. 1
  88. ^ Globe, Sat 4 Dec 1830 p. 1
  89. ^ Morning Post, Sat 1 Jul 1837 p. 6
  90. ^ Sussex Advertiser, Mon 10 Nov 1834 p. 2
  91. ^ Morning Herald (London), Sat 14 Feb 1835 p. 1
  92. ^ Brighton Patriot, Tue 28 Jul 1835 p. 4
  93. ^ The Evening Chronicle, Mon 11 Jan 1836 p. 11
  94. ^ Saint James's Chronicle, Sat 13 Feb 1836 p. 3
  95. ^ Patriot, Wed 24 Feb 1836 p. 2
  96. ^ Ipswich Journal, Sat 23 Feb 1793 p. 2
  97. ^ Bath Journal, Mon 25 Feb 1793 p. 3
  98. ^ True Briton, Sat 17 Sep 1803 p. 4
  99. ^ Bath Chronicle and Weekly Gazette, Thu 22 Sep 1803 p. 3
  100. ^ Gloucester Journal, Mon 26 Sep 1803 p. 3
  101. ^ Bath Chronicle and Weekly Gazette, Thu 26 Jul 1804 p. 3
  102. ^ London Chronicle, Thu 26 Jul 1804 p. 2
  103. ^ London Courier and Evening Gazette, Thu 26 July 1804 p. 3
  104. ^ Sun (London), Wed 31 May 1809 p. 3
  105. ^ Windsor and Eton Express, Sun 6 Jun 1819 p. 3
  106. ^ Saint James's Chronicle, Thu 10 Jun 1819 p. 1
  107. ^ Cambridge Chronicle and Journal, Fri 11 Jun 1819 p. 1
  108. ^ Commercial Chronicle (London), Sat 9 Nov 1822 p.\ 2
  109. ^ Bell's Life, Sun 10 Nov 1822 p.\ 8
  110. ^ Morning Advertiser, Tue 12 Nov 1822 p.\ 3
  111. ^ Sun (London), Tue 20 Dec 1825 p.\ 3
  112. ^ Evening Times 1825, Tue 20 Dec 1825 p.\ 3
  113. ^ Morning Post, Tue 20 Dec 1825 p.\ 3
  114. ^ Saint James's Chronicle, Tue 13 Dec 1836 p. 2
  115. ^ Stamford Mercury, Fri 16 Dec 1836 p. 4
  116. ^ Essex & Herts Mercury, Tue 20 Dec 1836 p. 2
  117. ^ Saunders's News-Letter, Wed 21 Dec 1836 p. 3
  118. ^ Brighton Gazette, Thu 2 Feb 1837 p. 3
  119. ^ Monmouthshire Merlin, Sat 11 Feb 1837 p. 3
  120. ^ London Evening Standard, Fri 19 Feb 1869 p. 3
  121. ^ Daily Telegraph & Courier (London), Fri 19 Feb 1869 p. 2
  122. ^ Bell's Weekly Messenger, Sat 20 Feb 1869 p. 5
  123. ^ [2] National Motor Musuem
  124. ^ The Scotsman, Mon 16 Nov 1896 p. 7
  125. ^ South Wales Echo, Mon 16 Nov 1896 p. 2
  126. ^ [3] Statutes of the Realm Vol 2 (1377-1509) p. 83.
  127. ^ [4] Statutes of the Realm Vol 2 (1377-1509) p. 160.
  128. ^ [5] Statutes of the Realm Vol 3 (1509-47) p. 856
  129. ^ [6] Statutes of the Realm Vol 4 part 2 (1586-1625) p. 476.
  130. ^ [7] Statutes of the Realm Vol 1 (1101-1377) p. 279.
  131. ^ [8] Statutes of the Realm Vol 1 (1101-1377) p. 418
  132. ^ [9] Statutes of the Realm Vol 2 (1377-1509) p. 55
  133. ^ [10] Statutes of the Realm Vol 2 (1377-1509) p. 77
  134. ^ [11] Statutes of the Realm Vol 3 (1509-47) p. 77.
  135. ^ [12] Statutes of the Realm Vol 3 (1509-47) p. 184-5
  136. ^ [13] Statutes of the Realm Vol 3 (1509-47) p. 267.
  137. ^ [14] Statutes of the Realm Vol 3 (1509-47) p. 509-11.
  138. ^ [15] Statutes of the Realm Vol 3 (1509-47) p. 553.
  139. ^ [16] Statutes of the Realm Vol 3 (1509-47) p. 894.
  140. ^ [17] Statutes of the Realm Vol 4 (1547-84) p. 140.


Category:1864 establishments in England Category:Annual events in London Category:Athletics competitions in England Category:Recurring sporting events established in 1864 Category:Sport at the University of Oxford Category:Sport at the University of Cambridge Category:Sports competitions in London

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