a helping hand to young watermen who showed promise of aquatic fame, and they likewise instituted a coat and badge for scullers.

The first record of public-school racing which can now be seen is the Water Ledger of Westminster School, which commences in the year 1813 with a list of the crew of the six-oared Fly. This craft continued for some time to be the only boat of the school, and in 1816 beat the Temple six-oar in a race from Johnson's Dock to Westminster Bridge by half a length. Eton possessed a fleet of boats in 1811, if not at an earlier date, consisting of a ten-oar and three boats with eight oars. In those days some of the crews had a waterman to pull stroke and drill the crew, but this practice was abolished in 1828, as the waterman frequently rowed a bad stroke and the crew were obliged to subscribe for his day's pay, beer, and clothes; thenceforward the captain of each crew rowed the strokeoar. The earliest record of a race at Eton is when Mr Carter's four rowed against the watermen and beat them in 1817; but the professionals had a boat too small for them. In 1818 Eton challenged Westminster School to row from Westminster to Kew Bridge against the tide, but the match was stopped by the authorities; and it was not until 1829 that the first contest between the two schools was brought to an issuc.

Rowing appears to have commencea at the universities soon after the beginning of the century, but earlier at Oxford than at Cambridge. There were college boats on the river for some time before there were any races. Those first recorded at Oxford were in 1815, said to be college eights, but the boats used are more likely to have been fours, when Brasenose was "head of the river" and Jesus their chief opponent. These two clubs were constantly rowing races, but they were not very particular about the oarsmen in the boats, as the Brasenose crew in 1824 was composed of two members of the college, a Worcester man, and a waterman. The first authentic records commence in 1836, and the Oxford University Boat Club was established in 1839. At Cambridge eight-oared rowing was not in fashion so soon as at Oxford, the first eight (belonging to St John's College) not having been launched until 1826; and between that year and 1829 the Cambridge University Boat Club was formed. Eight-oared races were established on the Cam in 1827, when First Trinity was "head of the river," and in 1828 the first Oxford and Cambridge University boat race was proposed and fixed for June 10, 1829, on the Thames, from Hambledon Lock to Henley Bridge. The race was rowed at intermittent periods up to 1856, since which year it has been annual. In 1830 the amateur championship of the Thames was instituted by Mr Henry C. Wingfield, who presented a pair of silver sculls to be rowed for annually by the amateur scullers of the Thames on the 10th August from Westminster to Putney at half flood, but the course and date of the race have been changed since then. The first scullers' race for the professional championship of the Thames was rowed from Westminster to Putney on the 8th September 1831, Charles Campbell of 'Westminster defeating John Williams of Waterloo Bridge. During the next eight years rowing increased in favour among amateurs, aud, as it had taken its proper place among the national pastimes, and the want of a central spot for a regatta was much felt, Henleyon-Thames was chosen, and it was decided that a regatta should be held there in 1839, and the Grand Challenge cup for eight oars was established. This has been an annual fixture ever since, prizes being given for four oars, pair oars, and scullers, as well as for eight oars. In 1843 the Royal Thames Regatta was started at Putney, and it gave a gold challenge cup for eight oars and a silver challenge cup for four oars, to be rowed by amateurs. In 1844 Oxford beat Cambridge at this regatta, and in the same year the committee added a champion prize for watermen. About this time the Old Thames Club was established, and they carried off the gold challenge cup by winning it for three years in succession, viz., 1846 to 1848. In 1852 the Argonauts Club first appeared at Henley and won the Visitors' cup, and in 1853 the Royal Chester Rowing Club were successful in the Stewards' cup for four oars, and won the Grand Challenge cup for eight oars the next year. In 1856 the London Rowing Club was established, but those members of it who rowed at Henley were obliged to enter under the name of the Argonauts Club, as, not having been in existence a year, its crew could not compete under its name. The next year, however, they carried off the Grand Challenge cup from Oxford University, and were successful in the Stewards' cup as well. Many more clubs, such as the Kingston, Radley, West London, Twickenham, Thames, Moulsey, and other metropolitan and provincial clubs were subsequently established, and have met with varied success.

Boats.-The boats of the present day differ very much from those formerly used, and the heavy lumbering craft which alone were known to our forefathers have been superseded by a lighter description, skiffs, gigs, and racing outriggers. The old Thames wherry with its long projecting bow is now seldom seen, and a roomy skiff, often used with a sail when the wind is favourable, has taken its place. The gig is an open boat with several strakes, having the row, locks, or pieces of wood between which the oar works, fixed upon the

|

gunwale, which is level all round. The skiff is wider and longer than the gig and of greater depth, and, rising higher fore and aft, with rowlocks placed on a curved and elevated gunwale, has greater carrying power and rows lighter than the gig. The wherry rises high at the bows with a long nose pointed upwards and a very low stern, being consequently unsuited for rough water. The modern racing boat differs much from the foregoing, as its width has been decreased so as to offer as little resistance to the water as possible, while it is propelled by oars working between rowlocks fixed ou projecting iron rods and cross pieces which are niade fast to the timbers. These rods and cross pieces are rigged out from the side of the boats, and hence the term outriggers. These boats are constructed for single scullers, for pairs, for fours, for eights, and occasionally for twelve oars. The outrigger was first brought to perfection by the late Henry Clasper of Newcastle-on-Tyne, who is generally believed to have been its inventor; but the first outriggers, which were only rude pieces of wood fastened on the boat's sides, were used in 1828, and were fixed to a boat at Ouseburn-on-Tyne. The first iron outriggers were affixed to a boat in 1830 at Dents' Hole on Tyne. In 1844 Clasper, who had been improving upon these inventions, made his first boat of the kind and brought her to London; but her outriggers were only 8 inches in length, and she was built of several strakes, with a small keel. In process of time keels were dispensed with, the outriggers were lengthened, and the skin of the boat is now composed of a single strake of cedar planed very thin and bent by means of hot water to take the form of the timbers of the boat. It is fastened by copper nails to curved timbers of ash, one extremity of which is fixed into the keelson while the other is made fast to long pieces of deal that run from end to end of the boat and are called inwales. The timbers in the middle are thicker than the rest, so as to support the iron outriggers which are fastened to them, and the thwart, which is wider than it used to be in order to carry the sliding seat, which works backward and forward with the oarsman, is screwed to the inwales. This seat moves to and fro on rollers made of steel, wood, or brass, and travels over a distance varying from 12 to 6 inches according to the judgment of the instructor. The sliding seat seems to have been the invention of an American oarsman, who fixed one to a sculling boat in 1857, but it was not until 1870 that he had mastered the principles sufficiently to discover how much was gained mechanically and physically. The value of the improvement is now universally recognized, but it was some little time before it was understood and came into general use. The members of the London Rowing Club, who defeated the representatives of the New York Atalanta Club at Putney in June 1872, used sliding seats, and the club also had them fitted to their eight, which easily carried off the Grand Challenge cup at Henley a few days afterwards. In 1873 the sliding seat was adopted by the crews rowing in the University boat race. The Americans have also the credit of two other inventions, viz., the steering apparatus, which enables a crew to dispense with a coxswain, and the swivel rowlock; but, though the former is now fitted to the majority of non-coxswain pairs and fours, the use of the latter is confined for the most part to sculling boats. In outrigged eights, fours, and pairs the outriggers are placed, one for each thwart, at each side alternately, but in gigs, skiffs, wherries, and funnies they are placed opposite one another, so as to be used on either side at discretion. The oars generally used are about 12 feet long, varying with the width of the boat, and sculls are as much as 10 feet long.

Directions for Rowing.-In modern rowing the oarsman, grasping the handle of the oar with both hands, sits forward on the edge of his seat, stretches out his arms until they are fully extended-the blade of the oar being, just previous to entering the water, at right angles to its surface. It is then dipped into the water just so far as to cover it, and the handle pulled towards the oarsman's body, the weight of the latter being thrown backward at the same time, so as to make one movement, and the legs pressed hard against the stretcher, and the handle finally pulled home to the chest with the arms, the elbows being allowed to pass the sides until the handle of the oar just touches the lower extremity of the breast. The blade of the oar thus appears to be forced through the water out in reality this is very slightly the case, as the water, which is the fulcrum, remains almost immovable. In sculling, the operation is the same except that the sculler has a scull in each hand and drives the boat himself, whereas a man rowing an oar must have one or more comrades to assist him. Rowing is made up of two parts, the stroko and the feather. Feathering is turning the oar at the end of the stroke by lowering the hands and dropping the wrists, thus bringing the flat blade of the oar parallel with the surface of the water, and is generally considered to include the driving forward of the handle of the oar and the consequent carrying back of the blade previous to the beginning of a new stroke.

When prepared to embark, the pupu should lay his oar on the water if an outside or upon the land if a shoreside oar, and step into the boat with his face to the stern, when he should at once seat himself and ship his oar, and then try the length of his stretcher to see that it suits his length of leg. This arranged, he should

proceed to settle himself firmly upon his thwart, sitting quite | square and upright but not too near the edge of it, because if so the chances are that the lower part of the back will not be straight, and if his seat is not firm he cannot aid in balancing the boat. He should sit about three quarters of the thwart aft in an ordinary racing boat, about an inch and a half from the edge, and he must be exactly opposite the handle of his oar. His feet must be planted firmly against the stretcher and immediately opposite his body and oar, the heel as well as the ball of the foot pressing against the stretcher, and the two heels close together with the toes wide apart, so as to keep the knees open and separate. Of course if the pupil sits fair and square, and immediately opposite the handle of his oar, he will be at one side and not in the centre of the boat The stretcher, it may be added, should be as short as possible conveniently for clearing the knees and for exercising complete control over the oar. The body should be upright, not bent forward and sunk down upon the trunk; the shoulders should be thrown back, the chest out, and the elbows down close alongside the flanks. The car should be held firmly, but withal lightly, in both hands, not clutched and cramped as in a vice-the outside hand close to the end of the handle, with the fingers above and the thumb underneath it, and the inside hand, or that nearest the body of the car, from an inch and a half to 2 inches away from its fellow, bat grasping the oar more convexly than the latter, the thum being kept under. neath. The forearms should be below the level of the handle, and the wrists dropped and relaxed, the oar lying flat and feathered upon the surface of the water. The diverse positions of the two hands and wrists enable the oar to be wielded with greater facility than if they were alike, and allow both arms to be stretched out perfectly straight, a crooked arm being perhaps the least pardonable fault in rowing. In taking the stroke the body should be inclined forwards with the backbone straight, the stomach well out and down between the legs, the chest forward and elevated as much as possible. The knees must be pressed slightly outwards; and the shoulders should come moderately forward, but perfectly level, and at an equal height. The arms should play freely in the shoulder joints, and should be perfectly straight from the shoulders to the wrists; the action of the hips also should be free. The inside wrist, however, must be somewhat raised, and the outside one be bent slightly round, in order that the knuckles may be parallel to the oar, and the oar itself be firmly grasped with both hands, not with the tips of the fingers but with the whole of the fingers well round it, and each one feeling the handle distinctly; the knuckles of the thumbs should be about an inch and a half or 2 inches apart. In reaching forward the hands should be shot out straight from the body without the least pause, and as soon as the oar has passed the knees the wrists should be raised to bring the blade at right angles to the water preparatory to dipping it, and when the arms are at their extreme limit, which will be just over the stretcher, the oar should be struck down firmly and decisively into the water until covered up to the shoulder, and the weight of the body be thrown entirely upon it, by which the beginning of the stroke is caught, and the stroke itself pulled through; in a word, the pupil should, as it were, knit himself up, and then spring back like a bow when the string is loosened, bringing the muscles of his back and legs into play. The stroke should be finished with the arms and shoulders, the elbows being kept close to the sides, and the shoulders down and back, the head still up, and the chest out, and the oar itself be brought straight home to the chest, the knuckles touching the body about an inch or less below the bottom of the breast bone where the ribs branch off; when there the hands should be dropped down and then turned over, and shot out again close along the legs, the body following at once. Care should likewise be taken not to lessen the force applied to the oar as the stroke draws to a conclusion, but to put the whole strength of the arms and shoulders into the finish of the stroke, where it will naturally diminish quite fast enough, as the oar forms an obtuse angle with that portion of the boat before the rowlock. To effect a quick recovery the back must be kept straight, the knees must not be dropped too low, and the muscles of the body, especially of the stomach; must be used to enable the pupil to get forward for the next stroke. At the same time, no matter how minute and precise written instructions may be, they can never impart the knowledge that can be picked up by watching the actions of an accomplished oarsman for the space of five minutes; hence the imperative necessity of a practical exponent of the principles of the art in contradistinction to a merely theoretical "coach."

The foregoing are the essentials of rowing, and have been given at some length and in detail as the motions are necessarily very complicated. The operations are much the same whether a person be rowing on a fixed or sling seat, but a novice should be taught to row on a fixed sea he will afterwards be easily able to acquire the art of sliding, which may soon be done from following the accompanying directions. The oarsman, in getting forward, should extend his arms to their full length, and with the assistance of the straps on the stretcher, simultaneously draw himself as close up to the latter as he can, his knees being slightly and symmetri. cally opened, and the body reached forward as much as possible, the

back being kept quite straight. On catching hold of the water, the knees must be gradually straightened and the body thrown back, the two actions going on simultaneously, so that the legs are straight out by the time the stroke is finished and not before, the body and shoulders at the end of the stroke being thrown well back. The body is then recovered to the upright position from the hips, the hands thrown forward, and by the time they are just past the knees the body is being drawn forward, and the knees bent. The motion then begins the same as before. (E. D. B.) Boat-Racing in America.-This pastime can be traced back to the beginning of the present century. The earliest important affair was in 1811,-a sectional match, New York City against all Long Island, four-oared barges, with coxswains, from Harsimus, New Jersey, to the flag-staff on the Battery. New York won easily, and such was the popular enthusiasm over the race that its boat, the "Knickerbocker," was suspended in a public museum, where it remained for fifty-four years, a constant recipient of public admiration until destroyed by fire in July 1865. Since this historic contest no year has been without boat races. At that time the words amateur and professional were unknown on the water; the Castle Garden Amateur Boat Club Association-America's first avowedly amateur club-was founded in 1834.

There had been informal clubs and desultory racing at Yale College as early as 1833, but the first regular organization was in March 1843. Harvard followed in September 1844, and Yale and Harvard first met on the water at Lake Winnepiseogee, New Hampshire, August 3, 1852; since 1878 they have met annually at New London, Conn. In 1865 Harvard, Yale, Trinity, and Brown formed the Union College Regatta Association, which lasted three years. The Racing Association of American Colleges, which at one time included sixteen colleges, died in 1876. In 1883 Bowdoin, Columbia, Cornell, Princeton, Rutgers, University of Pennsylvania, and Wesleyan formed the Intercollegiate Racing Association, which still flourishes and gives annual regattas.

Its

The control of amateur racing in America belongs to the National Association of Amateur Oarsmen, founded in 1873, whose membership includes all the better class of amateur boat clubs. management is vested in an Executive Committee of nine members, three of whom are elected at each annual meeting of the association. The rulings of this committee are subject to review, approval, or reversal, at each annual meeting of the full association. This association gives an annual open amateur regatta, similar to the Royal Henley Regatta in being the chief aquatic event of the year, but unlike it in not being rowed always on the same course, but moving about from year to year-having, since 1873, been rowed at Philadelphia, Newark, Troy, and Watkins (N.Y.), Detroit, Washington, and Boston. There are in the United States eleven regularly organized amateur rowing associations, formed by the union of amateur rowing clubs and giving each year one or more regattas. These associations are the National Association of Amateur Oarsmen, the North-Western Amateur Rowing Association, the Mississippi Valley Amateur Rowing Association, the Passaic River Amateur Rowing Association, the Intercollegiate Rowing Association, the Harlem Regatta Association, the Louisiana State Amateur Rowing Association, the Virginia State Rowing Association, the Schuylkill Navy, the Upper Hudson Navy, and the Kill von Kull Regatta Association. At English regattas it is usual to start three boats in a heat, sometimes four, five being the utmost limit, whereas at Saratoga, in the great regattas of 1874 and 1875, there were started abreast, in four separate races, eleven singles (twice), thirteen coxswainless fours, and thirteen coxswainless sixes. The primary division of American racing craft is into (a) lapstreaks or clinkers, built of wood in narrow streaks with overlapping edges at each joint, and (b) smooth bottoms, made of wood or paper, and having a fair surface, without projecting joint or seam. Lapstreak boats are, however, now rarely used save in barge races. Then follows the subdivision into barges, which are open inrigged boats, gigs, which are open outrigged boats, and shells, which are covered outrigged boats. These three classes of boats are further subdivided, in accordance with the means of propulsion, into single, double, and quadruple sculling boats, and pair-, four-, six-, and eightoared boats. In America the double-scull is more frequent than the pair, and the six-oar much more common than the eight-oar. The sliding seat is now being gradually superseded by various styles of rolling seats, in which the actual seat travels backward aud forward on frictionless wheels or balls. The best of these devices run more easily, are cleaner, and less liable to accident than the ordinary sliding seat. English oarsmen use the sliding seat as a means of making their old accustomed stroke longer and more powerful. American oarsmen hold that what is needed by an oarsman is not the addition of the long slide to the old-fashioned long swing, but the almost total substitution of slide for swing, the transfer of the labour from back to legs-in fact, a totally new style.

ROWLANDSON, THOMAS (1756-1827), caricaturist, was born in Old Jewry, London, in July 1756, the son of a tradesman or city merchant. It is recorded that "he could

minent characteristic, their dark red colour blending finely with the bright green woods and sparkling streams. The best example of this species of scenery is on the Jed near Jedburgh. From the left the Teviot receives the Borthwick and the Ale, both rising in Selkirkshire, and from the right the Allan, the Slitrig, the Rule, the Jed, the Oxnam, and the Kale, which rise in the high grounds towards the English border. As the Teviot approaches Hawick the county becomes more cultivated, although frequent irruptions of igneous rocks in the shape of isolated hills lend to it picturesqueness and variety. Towards the Tweed, where the lower division of the coal formation prevails, it expands into a fine champaign country, richly cultivated and finely wooded. The Tweed, which enters the county about two miles north of Selkirk, crosses its northern corner, eastwards by Abbotsford, Melrose, and Kelso to Coldstream. Its tributaries within the county are, besides the Teviot, the Gala, the Leader, and the Eden. One of the principal features of the Tweed district is the beautiful group of the Eildon Hills near Melrose, consisting of felspathic porphyry, the highest of the three peaks reaching 1385 feet. The extensive range of the Cheviots running along the Northumberland border is of similar formation. Within Roxburghshire they reach a height of over 2400 feet. The lochs are comparatively few, the principal being Yetholm or Primside Loch, and Hoselaw in Linton parish.

spar

The principal minerals are calcareous spar and quartz. The is frequently of a red or rose character indicating the presence of hematite. In the greywacke strata fossils are very rare, but in the Old Red Sandstone fossil fishes of the genus Pterichthys and Holoptychius are very numerous, and a great variety of plant impressions have been found, especially fucoids, but also vegetables of a higher origin, including distinct petrifactions of Calamites.

Climate and Agriculture.-The mean annual temperature approximates to that of Scotland generally, but it is much warmer in the low and arable portions, where also the rainfall is much less than in the hilly regions. The soil varies much in different dis. tricts, being chiefly loam in the low and level tracts along the banks of the river, where it is also very fertile. In other parts a mixture of clay and gravel prevails, but there is also a considerable extent of mossy land. The hilly district is everywhere covered by a thick green pasturage admirably suited for sheep. Both in the pastoral and in the arable districts agriculture is in a very advanced condition. The chief attention is devoted to cattle and sheep rearing.

Of the total area of 428,464 acres, 184,196 were in crops in 1885, 48,506 being under corn crops, 28,385 green crops, 59,937 clover, 47,058 permanent pasture, and 310 fallow. Of the area under corn crops; 32,624 acres, or fully two-thirds, were occupied by oats, and 13,355 acres by barley. Turnips and swedes were the principal green crops, occupying 25,143 acres, while potatoes occupied only 2118. The total number of horses was 4420, of which 3697 were used solely for purposes of agriculture; of cattle 17,831, of which 5154 were cows and heifers in milk or in calf; of sheep 502,721 ; and of pigs 4783. The valued rental in 1674 was £314,633 Scots, or £28,219 sterling, while that in 1883-84 was £420,408 including railways. According to the parliamentary return of lands and heritages, the total number of owners was 2455, of whom 1880 possessed less that one acre. The duke of Buccleuch possessed 104,461 acres, or nearly a fourth of the whole; the duke of Roxburghe, 50,459; the countess of Home, 25,380; marquis of Lothian, 19,740; and Sir William F. Elliot of Stobs, 16,475.

Manufactures.-Though essentially an agricultural county, Roxburghshire possesses woollen manufactures of some importance, including tweeds, blankets, shawls, and hosiery, the principal seats being Hawick, Jedburgh, and Kelso.

Railways. The county is intersected by one of the lines of railway from Edinburgh to London (the "Waverley" route), which passes Melrose and Hawick. At Riccarton a branch passes southeastwards to Newcastle. The northern district is crossed by the border railway from St Boswells to Kelso, Coldstream, and Berwick, a branch passing south from near Kelso to Jedburgh.

Population. Between 1881 and 1881 the population increased from 43,663 to 53,442 (25,436 males, 28,006 females), but from 1861 to 1871 there was a decrease from 54,119 to 49,407. The town population numbered 24,278 in 1881, the village 6627, and the rural 22,542. Jedburgh (population 2482) is a royal burgh; it is also a police and parliamentary burgh, as is likewise Hawick

|

(16,184); Kelso (4687) is a police burgh. The most important villages are Melrose (1550), Newcastleton (924), and Yetholm (746). History and Antiquities.-Among the more important relics of the early inhabitants of the county are the so-called Druidical remains at Tinnishill between the parishes of Castleton and Canonbie, at Ninestanerigg near Hermitage Castle, and at Plenderleath between the Oxnam and the Kale. Of old forts there are two of great size on the summits of Caerby and Tinnishill in Liddesdale, and a number of smaller ones in different parts of the county. On the northwest of the Eildon Hills are two fosse or ramparts forming a circuit of more than a mile. On Caldshiels Hill there was another British fort, and between them a ditch with rampart of earth defending the country from the east. The famous Catrail, "partition of the fence," the most important of the British remains in the kingdom, extended a distance of 45 miles from near Galashiels in Selkirkshire through Roxburgh to Peel Fell on the border. The Roman Watling Street touched on Roxburgh at Broomhartlaw, whence passing along the mountains now forming the boundary of the county for a mile and a half, until it entered Scotland at Blackhall, it turned northward by Bonjedward, Mount Teviot, Newton, Eildon, and Newstead to Channelkirk in the Lammermuirs. On its line there were important stations at Chewgreen in the Cheviots ( Ad Fines), Bonjedward (Gadanica), and Eildon Hill (Trimontium). in Westmoreland entered Roxburgh at Deadwater, and under the Another Roman road called the Maidenway from Maiden Castle name of the Wheelcauseway_traversed the north-east corner of Liddesdale into Teviotdale. From Watling Street a branch called the Devil's Causeway passed to the Tweed. After forming part of the kingdom of Northumberland for several centuries, Roxburgh was relinquished along with Lothian to the Scottish king about 1020 (see LOTHIAN, vol. xv. p. 10). It is supposed to have been formed into a shire in the reign of David I., its ancient county town of Roxburgh forming, along with Edinburgh, Berwick, and Stirling, that king. Roxburgh Castle, between the Tweed and Teviot near the court of the four burghs of Scotland, whose laws were collected by Kelso, was a royal residence of the Saxon kings of Northumbria and afterwards of the Scottish monarchs. It was frequently taken by the English, and James II. was killed there by the bursting of a cannon. by Protector Somerset, shortly after which it was demolished. After this it remained in ruins till it was repaired Hermitage, in Liddesdale, the scene of Leyden's ballad of Lord Soulis, was probably built by Nicholas de Šulcs in the beginning of the 13th century. On the forfeiture of the Soulis family in 1820, it was granted by Robert the Bruce to Sir John Graham of Abercorn, and passed by the marriage of his heiress Mary to her husband William Douglas, knight of Liddesdale, who starved Sir Alexander Ramsay of Dalhousie to death in it in 1342 in revenge for Ramsay's appointment as sheriff of Roxburgh by David II. In 1492 Archibald Douglas, fifth earl of Angus, exchanged the Hermitage for Bothwell Castle, on the Clyde, with Patrick Hepburn, first earl of Bothwell; and it was there that his descendant, the fourth earl, was visited in 1566 by Mary queen of Scots. principal of the other old castles aro Branxholm on the Teviot, long the residence of the Buccleuchs and the scene-of Sir Walter Scott's Lay of the Last Minstrel; Cessford, on a ridge inclining towards the Kale, formerly of great strength, besieged in 1520 by Surrey, to whom it surrendered; and Ferniehirst, the mansion of the Kers, on the Jed, occupying the site of a baronial fortress erected in 1410, and the scene of many a fray. The district was for a long time the scene of continual border conflicts, the leaders in which were the Armstrongs and other chiefs occupying the fortresses or peels, chiefly in Liddesdale, as at Gilknockie, Castleton, Whitehaugh, Copshaw, Syde, Mangerton, Goranberry, Hartsgarth, and Newcastleton. Among many fine modern mansions mention may be made of Floors Castle, the seat of the duke of Roxburghe; Minto House, the seat of the earl of Minto; and Abbotsford, built by Sir Walter Scott. Few counties can boast of such important ecclesiastical remains as those of the abbeys of Melrose, Jedburgh, and Kelso. There are several ancient crosses in the county, the principal being those at Ancrum, Bowden, Maxton, and Melrose. Among numerous eminent men connected with Roxburgh mention may be made of Samuel Rutherfurd the theologian, James Thomson, author of The Seasons, John Leyden the poet, and Sir Gilbert Elliot of Minto. See Jeffrey, History of Roxburghshire, 4 vols., 1857-64; Armstrong's History of Liddesdale, 1884. (T. F. H.) ROXBURY, formerly a city of Norfolk county, Massachusetts, U.S., now incorporated in BOSTON (q.v.).

The

ROY, RAMMOHUN (1772-1833). Rájá Rámmohun Roy (or Ray), the founder of the Bráhma Samáj or Theistic Church of India, was born at Rádhánagar, Bengal, in May 1772, of an ancient and honourable Brahman family. His father gave him a good education; he learnt Persian at home, Arabic at Patna (where he studied Euclid, Aristotle, and the Koran), and Sanskrit at Benares. Although a devout idolater in boyhood, he early began to doubt and