Kaiser Technical Specification

IN the matter of a formal investigation held at the Municipal 'Buildings, West Hartlepool, on the 11th and 12th days of August, 1904, before JOHN SUGGITT and ROBERT LAUDER, Esquires, Justices of the Peace for the County Borough of West Hartlepool, assisted by Captains E. M. HUGHES and H. PARSELL, R.N.R., into the circumstances attending the stranding of the British steamship "KAISER," of West Hartlepool, at or near Ravenscar, Yorkshire, on or about the 25th July, 1904.

Report of Court.

The Court, having carefully inquired into the circumstances attending the above-mentioned shipping casualty, finds, for the reasons stated in the annex hereto, that the cause of the stranding of the ship was the master neglecting to verify his assumed position by the use of the lead, and the vessel was seriously damaged thereby.

The serious damage to the ship was caused by the default of the mater, George Moorsom, but, in consequence of his long service and good character, the Court severely censures him, but does not deal with his certificate.

Dated this 12th day of August, 1904.

J. SUGGITT,

R. LAUDER,

Justices.

We concur in the above report.

E. M. HUGHES,

H. PARSELL, R.N.R.,

Assessors.

Annex to the Report.

This was an inquiry into the circumstances attending the stranding and subsequent reported loss of the British steamship "Kaiser," of West Hartlepool, and was held at the Municipal Buildings, West Hartlepool, on the 11th and 12th days of August, 1904, before John Suggitt and Robert Lauder, Esquires, Justices of the Peace for the County Borough of West Hartlepool, assisted by Captains E. M. Hughes and H. Parsell, R.N.R., nautical assessors. Mr. P. Corder, of Newcastle-upon-Tyne, appeared for the Board of Trade; Mr. Miller, Liverpool, appeared for the master; Mr. Middleton, Sunderland, appeared for the owners; and Mr. R. Jacks, for the first mate.

The "Kaiser," of West Hartlepool, official number 81513, at the time of stranding was a British steamship, registered at the port of West Hartlepool, and built of steel (this is an error she was iron built) by Messrs. William Gray and Co., of West Hartlepool, in the year 1880. Her dimensions, as per register, were as follows, Length, 220 ft.; breadth, 28.6 ft.; and depth, from tonnage deck to ceiling at midships, 16.2 ft. She was fitted with one set of compound direct-acting surface condensing engines, 130 h.-p. combined, made by Messrs. Thomas Richardson and Sons, of West Hartlepool, in the year 1880. At the time of the casualty, which is the cause of this inquiry, she was the property of the West Hartlepool Steam Navigation Co., Ltd., Mr. Julius Ernst Guthe, of Victoria Terrace, West Hartlepool, being appointed manager by advice under his hand, dated 2nd May, 1899. She had four compasses; the standard compass, by which she was navigated, was on the bridge, one pole compass, one aft and one on the cabin skylight. Her gross tonnage was 798.82 tons, and, after deducting 302.09 tons for engine-room and crew space, was 496.73 registered tons.

She was supplied with all the necessary boats and life-saving appliances in accordance with the Act, and was in good order and well found in every respect.

The "Kaiser" left Hamburg on the 23rd July, 1904, with a cargo of fruit and 16 passengers at 5.30 p.m., and proceeded on her voyage to West Hartlepool. At 0.10 a.m. of the 24th July she passed No 1 Elbe light vessel, bearing W. by S. 3/4 S., distant about half a mile. The log was streamed and a course, N.W. by W. 3/4 W., for Tees Bay was set by standard compass, and she proceeded at full speed. At this time the weather was fine, light winds, cloudy sky, and smooth sea. All went well until 3.30 a.m. of the 25th July, when fog set in which became thicker as she proceeded. in consequence of the fog speed was reduced to half and slow, the whistle was duly sounded and look-out carefully placed forward. About 4.25 a.m. of the same day, the echo of the whistle's sound was heard, when the engines were stopped and reversed. At 4.30 a.m. the look-out reported breakers on the starboard bow and the ship struck on the rocks near Ravenscar. The engines, failing to back her off the rocks, were stopped. On sounding the holds, it was found the ship was making water, especially in the engine-room. Signals were made for assistance. At 5.30 a.m. the chief officer was landed on the rocks, when the coastguard informed him that the ship was ashore on Bleawyke Point, near Ravenscar. The coastguard wired to Robin's Hood Bay for assistance, when fishermen with cobles came and landed the passengers and luggage. They also ran out a kedge anchor. The efforts made failed to get the ship off the rocks, where she still is. No lives were lost.

At the conclusion of the evidence, Mr. Corder submitted the following questions for the opinion of the Court:

(1) What number of compasses had the vessel; were they in good order and sufficient for the safe navigation of the vessel; and when and by whom were they last adjusted?

(2) Did the master ascertain the deviation of his compasses by observation from time to time; were the errors correctly ascertained and the proper corrections to the courses applied

(3) Was the vessel supplied with proper and sufficient charts and sailing directions?

(4) Were proper measures taken to ascertain and verify the position of the vessel at or about 0.10 a.m. of the 24th July last; was a safe and proper course thereafter steered; and was due and proper allowance made for tide and currents?

(5) Were proper measures taken to ascertain and verify the position of the vessel; and did the patent log accurately record the distances run from time to time after leaving the Elbe?

(6) Having regard to the state of the weather after 3.30 a.m. of the 25th July—

(a) was the vessel navigated at too great a rate of speed?

(b) was the lead used; if not, should it have been used?

(7) Was a good and proper look-out kept?

(8) What was the cause of the stranding of the ship and was she seriously damaged thereby?

(9) Was the vessel navigated with proper and seamanlike care?

(10) Was serious damage to the s.s. "Kaiser" caused by the wrongful act or default of the master and chief officer, or of either of them?

Mr. Miller having addressed the Court on behalf of the master, Mr. R. Jacks on behalf of the chief officer, and Mr. Middleton on behalf of the owners, and Mr. Corder having replied on behalf of the Board of Trade, the Court, after carefully considering the evidence, came to the conclusion that the variation and deviation errors allowed were insufficient, and also that the failure to take proper precautions when the distance from coast to coast was nearly if not quite run, together with the neglect of using the lead, were very grave omissions meriting severe censure, but owing to the high character given to the master by the owners' representative, the Court decided to severely censure him but not to deal with his certificate. The Court replied to the questions as follows:

(1) The vessel had four compasses, viz., one pole compass, one on the bridge, by which the courses were set and steered, one aft and one in the cabin skylight. They were all in good order and sufficient for the safe navigation of the vessel, and were adjusted by Mr. A. Willings, of 73, Church Street, West Hartlepool, in April last.

(2) The master stated in his evidence that he did ascertain the deviations of his compasses by observation from time to time, and that the errors were correctly ascertained and properly applied to the courses steered, but the Court finds the corrections allowed by the master were not sufficient on this voyage.

(3) From the evidence given the vessel was properly supplied with sufficient charts and sailing directions.

(4) Proper measures were taken to ascertain and verify the position. of the vessel at or about 0.10 a.m. of the 24th July last. A safe and proper course was not thereafter steered, no allowance was made for tide or currents.

(5) No measures were taken to ascertain and verify the position of the vessel. The patent log did not accurately record the distance run from time to time after leaving the Elbe.

(6) Having regard to the state of weather after 3.30 a.m. of the 25th July-

(a) the vessel was navigated at too great a rate of speed;

(b) the lead was not used, and, in the opinion of the Court, it should have been.

(7) A good and proper look-out was kept.

(8) The cause of the stranding of the ship was the master neglecting to verify his assumed position by the use of the lead, and the vessel was seriously damaged thereby.

(9) The vessel was not navigated with proper and seamanlike care. The serious damage to the s.s. "Kaiser" was caused by the default of the master, but, in consequence of his long service and good character, the Court severely censures him but does not deal with his certificate.


J. SUGGITT,

R. LAUDER,

Justices.

We concur,

E. M. HUGHES,

H. PARSELL, R.N.R.,

Assessors.

The following information has been compiled by Mr. Bert Spaldin:
Webster & Barraclough
The West Hartlepool Steam Navigation Company (WHSNC), was founded in 1856 by Ralph Ward Jackson through the West Hartlepool Harbour & Railway Company. The company was primarily engaged in the North-East coal trade, but also operated a twice weekly service to Hamburg, and a fortnightly service to St. Petersburg.

In 1862, a power struggle between “Railway King” George Hudson and Ralph Ward Jackson, effectively resulted in the company being taken over by local shipbuilders Pile, Spence & Co.
When they went bankrupt in 1866, the WHSNC was taken over by Christopher Maling Webster (of Pallion Hall, Sunderland), with Management of the fleet being given to his son-in-law, Captain W.J. Young, who subsequently became a partner. When Captain Young died in 1886, Thomas Barraclough became the company's Manager. Christopher Webster died in 1893, and was succeeded by his son Ernest Alfred.

In 1895, the partners began to register ships in their own name, the first being the Wolviston (completed in November, 1895), followed by the Panther in 1896, although at this time they were still part of the WHSNC fleet. In 1899, the Company merged with that of J.E. Guthe under the amended name of West Hartlepool Steam Navigation Company Limited, (though still referred to as the WHSNC), with Sir Christopher Furness as Chairman, and J.E. Guthe as Managing Director.
Ernest Webster and Thomas Barraclough now formed their own company as Webster & Barraclough.

Just prior to this merger, the WHSNC had placed an order with Ropners at Stockton, for a trunk-deck steamer, the Barton, which was then transferred to Webster & Barraclough. Three other steamers were also transferred in 1899, the Burdon, Maling and Webster.
Over the next five years, a further four ships were added to the fleet, the Alston, Dalton, Clifton and Euston.

The company’s ships continued world-wide tramping until the outbreak of the First World War, by which time Thomas Barraclough’s health was giving cause for concern. Around 1915 he moved to Harrogate, for this reason, but died on May 27^th, 1916, aged 68. In addition to being the leading partner in Webster & Barraclough, he was a Director of the Prince of Wales Drydock Co., Swansea, a former Chairman of the local Port & Harbour Commissioners, and a member of the Pilotage Board. He left a widow, five sons and four daughters.

Unfortunately, his sons were not ready take over from their father, and as Mr. Webster had left the running of the company to Thomas Barraclough, the company was left in a difficult position. In 1917 the Alston, Clifton and Barton were sold to Watts, Watts & Co., of London, while the Dalton was a war casualty when she was torpedoed and sunk in the Mediterannean.

The company’s last ship, the Barton, was sold to Watts, Watts & Co. in 1918, bringing an end to nineteen years of ship-owning.

Family History:

Thomas Barraclough was born 28^th June 1847 in Halifax, Yorkshire to parents Thomas and Elizabeth (nee Helliwell) Barraclough. He was married on 25^th April 1870 to Margaret Middleton. Margaret died in 1891 less than a month after the birth of their eighth child. Thomas was remarried at Darlington on 25 April 1893 to Elizabeth Severs and they had two children. He was a member of the Hartlepool Pilotage Authority and director of the Prince of Wales Dry Dock Co., Swansea. From at least 1901 the family lived in Staincliffe House but in 1913 moved to Harrogate because of Thomas’ failing health.

Thomas died aged 68 on 27^th May 1916 at Harrogate leaving effects of £145,077. He was interred at Hart Road cemetery.

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Charles Edward Webster was born in July 1859 at Pallion Hall, Sunderland to parents Christopher and Mary (nee Laing) Webster. He was a managing director of the WHSNC but died suddenly aged just 31 at Seaton Carew on 12 March 1891.

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Ernest Alfred Webster was born on 28th October 1855 at Pallion Hall, Sunderland to parents Christopher Maling and Mary (nee Laing) Webster. He was educated at Grange School, Bishopwearmouth and Durham School.  Ernest married Agnes Amelia Stephenson at Westmorland on 22 April 1886. He became a J.P., and landed proprietor as well as a shipowner. Ernest purchased Wolviston Hall near Stockton-on-Tees from William Young sometime in the 1880s.

Ernest died aged 68 at Wolviston Hall on 7 March 1924 leaving effects of £208,123.

The West Hartlepool Steam Navigation Company (WHSNC), was founded in 1856 by Ralph Ward Jackson and Robinson Watson and was controlled by the West Hartlepool Harbour & Railway Company. The company was primarily engaged in the North-East coal trade, but also operated a twice weekly service to Hamburg, and a fortnightly service to St. Petersburg.

In 1862, a power struggle between “Railway King” George Hudson and Ralph Ward Jackson, effectively resulted in the company being taken over by local shipbuilders Pile, Spence & Co.

When they went bankrupt in 1866, the WHSNC was taken over by Christopher Maling Webster (of Pallion Hall, Sunderland), with Management of the fleet being given to his son-in-law, Captain W.J. Young, who subsequently became a partner. When Captain Young died in 1886, Thomas Barraclough became the company's Manager. Christopher Webster died in 1893, and was succeeded by his son Ernest Alfred.

In 1899, the Company merged with that of J.E. Guthe under the amended name of West Hartlepool Steam Navigation Company Limited, (though still referred to as the WHSNC), with Sir Christopher Furness as Chairman, and J.E. Guthe as Managing Director.
Ernest Webster and Thomas Barraclough now formed their own company as Webster & Barraclough.

Over subsequent years, the WHSNC owned or managed more than a hundred different vessels, and although still in existence today, the Company no longer operates ships.
For a more detailed history of the WHSNC, see 'The West Hartlepool Steam Navigation Company Limited', by B.G. Spaldin and H.S. Appleyard, published by the World Ship Society in 1980.

Family Histories:

Captain William Joseph Young was born on 2nd September 1828 at Tynemouth, Northumberland to parents Joseph and Phillis Young. He became an attorney in the firm of Young, Harrison & Young of which his father was head. He eventually became Clerk to the Borough Bench of Justices before steering his interests to shipping. William married Mary Frances Webster (daughter of Christopher Maling Webster) at Bishopwearmouth on 24 May 1864. The couple had five children in their ten years of marriage. Mary died in July 1876.

Amongst other achievements William was one of the earliest commanders of the Fourth Durham Artillery Volunteers, a chairman of the Hartlepool Port and Harbour Commissioners and a director of the North Eastern Railway Company from 1882 until his death in 1885.

William died aged 58 on 3 November 1885 at ‘Roseville’ Wolviston leaving effects of £41,423.

Obituary in the Yorkshire Gazette – Saturday 7 November 1885.

We regret to have to announce the death, on Tuesday, at his residence, Wolviston, near Stockton, of W. J. Young, after a lingering illness. The deceased gentleman, who was born in 1826, was a lawyer profession, and succeeded his father, the late Mr Joseph Young, who retired from legal practice at Sunderland, to live at Hartford House, Northumberland, as a country gentleman. Mr William Joseph Young entered early into the firm of which his father was the head—that of Young, Harrison, and Young—and in due time became clerk to the Sunderland magistrates. He married the daughter of C. M. Webster, of Pallion. On the failure of Pile, 'Spence, and Co., Limited, the fleet of steamer's owned by the firm and engaged in the Hamburg, Gothenburg, and other trades, were sold to Messrs. Webster and Young, and Mr Young left Sunderland for the West Hartlepool district, settling at Wolviston. For nearly twenty years Mr Young has been connected with the commerce of West Hartlepool, and has given largely of his time and ability to promote its interests. He was appointed chairman of the Port and Harbour Commission, a magistrate for the county, and representative of the West Hartlepool section at the board of directors of the North-Eastern Railway and only one honour that the Hartlepools could give was denied to him. On the retirement of Mr Thomas Richardson from the representation of the borough, Mr Young became the Conservative candidate, his opponents being (now Sir) Isaac Lothian Bell aud A. Kenealev ; and after an exciting contest Bell was elected.

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Christopher Maling Webster was born at Bishopwearmouth on 17^th May 1812 to parents Rowland and Mary (nee Maling) Webster. He was married at Bishopwearmouth on 14^th August 1839 to Mary Laing. (Daughter of James Laing, Sunderland shipbuilder)  They had ten children during their 22 years of marriage.

Christopher died aged 82 at Sunderland on 7 August 1894 leaving effects of £258,019.

Obituary in the Sunderland Daily Echo and Shipping Gazette  - Wednesday 8 August 1894.

We regret to announce the death of Mr Christopher Maling Webster, J.P., of Pallion Hall, which took place at a quarter seven o'clock last night at the advanced age of 82. Deceased enjoyed remarkably good health up to the last two or three years, and never became seriously ill until about three weeks ago, when the natural decay consequent  on old age manifested itself, and resulted in his death. During his illness was constantly attended by Dr Maling and Dr Robinson, and everything that medical skill could suggest to prolong life was taken advantage of.  The deceased, who was the son of the late Rowland Webster, and, on his mother's side, descended from the same family as the Burdons of Castle Eden, was formerly in business in Sunderland as a wire rope manufacturer at Deptford, when he amassed a considerable fortune.  He retired many years ago and the business is now conducted by his two nephews, Mr Webster, J.P., and Mr Herbert Webster who are the sons of the deceased’s late brother, Mr Henry Robert Webster.  He married a sister of Mr James Laing, J.P., D.L., and had a family of ten children, of whom three sons and four daughters survive him.  His eldest daughter married the late Mr W.J. Young, formerly a solicitor in Sunderland and borough justices' clerk. Both of them died some years ago. The late Mr Webster was one of the oldest J.P.’s for the county of Durham, having been appointed on the 3^rd of February 1855, and we believe that only one other county magistrate now living (Mr Pemberton) was appointed prior to that date. His chief activity in public affairs was centred on the operations of the River Wear 'Commission, to which body he was elected as a representative of the landowners on the 16th November, 1842. He took a conspicuous part in the amalgamation of the docks in 1859, and on the 14^th March1866, was elected chairman of the Commission. This important position he continued to occupy position he continued to occupy till the 11^th March 1868, when he was succeeded by the present chairman, Mr James Laing. Mr Webster still remained a member of that body, and was in periodical attendance at the meetings up till a little over a year ago, when he practically ceased to attend.  For several years he was the chairman of the Executive Committee of the Commission, and during an honourable connection with that body he brought to bear upon its deliberations the excellent business ability which had always distinguished him in his own undertakings. Deceased also had not fulfilled any magisterial duties for some years, and, apart from his connection with the River Wear Commission and the magisterial bench, took no active part in public affairs. Though leading the life of a retired gentleman he was much interested in shipping, and was the sole owner of the shipping firm known as the known the West Hartlepool Steam Navigation Company, All his vessels being registered at Hartlepool. Some years ago he purchased the Pallion estate from the representatives of the late Mr John Goodchild, the well-known Sunderland banker, and has resided there ever since.  He was one of the old-fashioned Whigs, but in the political cleavage of recent years embraced the Unionist creed, though he always called himself a Liberal. However, he at no time took a prominent part in party politics. In religion he was a staunch son of the Church of England. He was well-known throughout the town and district, more especially among the old standards, and was widely respected. His son is Mr C.M. Webster.