Webster Gallery

"KNARESBRO" (S.S.). 

The Merchant Shipping Act, 1894. 

IN the matter of a formal investigation held at the Municipal Buildings, West Hartlepool, on the 10th and 11th days of April, 1906, before ROBINSON MURRAY and ROBERT LAUDER, Esquires, Justices of the Peace for the County Borough of West Hartlepool, assisted by Captains W. BARNETT BIGLEY and ALEXANDER WOOD, into the circumstances attending the stranding and subsequent loss of the British steamship "KNARSBRO," of West Hartlepool, at or near Bovbierg, West Coast of Denmark, on or about the 5th day of March, 1906. 

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 stranding of the vessel was caused through neglect to use the lead while approaching the land in a dense fog; that the loss of the vessel was due to bad weather setting in after the stranding, which prevented salvage operations; and that the loss of the vessel was caused by the default of the master, Frank Newton Tyson, alone; but, having regard to his testimonials, the Court suspends his certificate for a period of three months only, and recommends that he be granted a first mate's certificate during the period of such suspension. 

Dated this 12th day of April, 1906.

R. MURRAY, R. LAUDER, Justices. We concur in the above Report: WM. BARNETT BIGLEY, A. WOOD, Assessors.

Annex to the Report. 

This was an inquiry into the circumstances attending the stranding of the British steamship "Knaresbro," and was held at the Municipal Buildings, West Hartlepool, on the 10th and 11th days of April, 1906, before Robinson Murray and Robert Lauder, Esquires, two of His Majesty's Justices of the Peace for the County Borough of West Hartlepool, assisted by Captains W. Barnett Bigley and Alexander Wood, Nautical Assessors. Mr. Percy Corder, solicitor, of Newcastle-upon-Tyne, appeared for the Board of Trade; Mr. A. T. Miller, solicitor, of Liverpool, for the master; and Mr. J. C. Thompson, solicitor (of Botterell, Roche, & Co.), of West Hartlepool, for the owners. The first and second officers appeared in person, but were not professionally represented. 

The s.s. "Knaresbro," formerly named the "Webster" (official number 98539), was a British screw steamer, built of steel at West Hartlepool in 1893 by Messrs W. Gray and Company, Limited, and was of the following dimensions: Length 325 ft.; breadth, 41.65 ft.; and depth of hold 21.4 ft. She was registered at the Port of West Hartlepool, and her tonnage, after deducting 1,082.45 tons for propelling power and crew space, was 2,018.83 tons register. She was propelled by three direct-acting expansion engines of 270 nominal horse-power. She was owned by Mr. Charles E. Smith and others, of whom Mr. Charles Edward Smith and William Abbey Smith, both of West Hartlepool, in the county of Durham, shipowners, were appointed managing owners, by advice under the hand of William Abbey Smith dated the 23rd August, 1899. The vessel had three compasses, and was supplied with an ordinary deep sea lead and line, a hand lead line, and also with Basnett's patent sounding apparatus and a Walker's patent taffrail log. She carried 40 life belts and six life buoys; she had four boats, two of which were lifeboats; and was well equipped in every respect for the voyage in question. 

The s.s. "Knaresbro" left Baltimore on the 13th February, 1906, laden with a cargo of 3,966 tons of maize, drawing 22 ft. 6 1/2 ins. forward and 22 ft. 7 1/2 ins. aft., bound for Svenberg and another port unnamed in Denmark. She was under the command of Mr. Frank Newton Tyson, who held a master's certificate of competency (No. 023452). Her crew consisted of 26 hands all told, and nothing worthy of note occurred during the voyage across the Atlantic. On the 3rd March at about 8.40 a.m. the vessel was off the East Goodwin Lightship, which bore when abeam about N.W. 1/2 W., distance half a mile. A course N.E. 1/2 N. northerly was then set by standard compass on the bridge. The deviation on this course was stated to be 5° easterly. This course was continued until noon of the following day, when the vessel's position by observation, as stated by the witnesses, was found to be 54° 22' north latitude and 5° 4' east longitude, which indicated that the vessel had practically made good her course. At this point the course was altered to N.E. 3/4 N. northerly by standard compass, the deviation being still 5° easterly. In setting this course the master stated he allowed half a point for a current setting towards the land, and that he expected to pass from 10 to 13 miles off Hanstholm light. The weather at this time was fine and clear, with a light breeze from W.S.W. The engines were going full speed, and the vessel making from 8 to 9 knots. 

The master went below at about 8 p.m., leaving the second officer in charge, with instructions to call him at once if there was any change in the weather or if anything else should render it necessary. During the second officer's watch the weather became thick and hazy, and at 11.30 p.m. the steam whistle was being sounded about every two minutes. At this time the second mate called the master, who at once came on deck and remained on the bridge until 11.55 p.m., when he went below, leaving orders to be called at once if the weather got worse, and to keep the steam whistle going if necessary, but the speed of the vessel was not reduced. The chief officer relieved the second at midnight, and continued sounding the steam whistle during his watch. Towards the close of the mate's watch he reduced the vessel to half speed and called the master, who then came on the bridge and remained in charge until the stranding. 

At 4.15 a.m. of the 5th March, 1906, the fog being very dense, the vessel's speed was reduced to slow, and at 5.10 a.m. of the same day she was felt to run aground, nothing having been previously seen or heard, by the master and second officer on the bridge nor the look-out man, to warn them of the danger they were running into. The engines were at once stopped and put full speed astern, the steam pressure being 160 pounds, which the chief engineer stated was a full head of steam. The engines were worked alternately full speed ahead and full speed astern. Orders were given to run out a kedge anchor astern, but whilst the kedge was being carried out the master discovered the rudder to be unshipped and stopped the operation. Soundings were taken around the vessel, which gave about 18 ft. amidships, 22 ft. forward, and 21 ft. aft. At daylight the fog lifted, and it was discovered that the vessel was ashore within three-quarters of a mile of Bovbierg Light. 

The master hoisted signals for assistance, and the chief officer endeavoured to communicate with the shore in the ship's boat, but was unsuccessful. In response to the signals two lifeboats came off alongside the vessel, and the master sent the second officer (who was a Dane and could speak the language) ashore in one of them with telegrams for owners and agents. He returned about 3 p.m. to the ship with a message from the Superintendent of the Life-Saving Appliance (who was also British Consul and Lloyd's Agent), advising the master that they should all come on shore for the night. After consultation with the mate, the master determined to act upon the advice. The anchors were let go. Number 4 tank had by this time become full through leakage, and Number 5 was filled to keep the vessel at rest and in the same position. The master on leaving took with him the articles and official log, but all the important documents relating to the navigation were left behind. 

Next morning the condition of the weather was such as to prevent anyone returning to the vessel, and continued so until the 13th March, when the vessel broke in two and became a total wreck. According to the statement of the master, the vessel seems to have been carried some 30 miles off her course towards the land from noon of the previous day up to the time of stranding. The non-use of the lead, the Court considers a grave omission, in view of the fact that the master himself stated that on previous occasions he had found his courses in crossing the North Sea much affected by current, and at page 12 of the North Sea Pilot, part 6, the mariner is specially warned against these currents and the necessity of using the lead strongly impressed upon. 

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 8.40 a.m. of the 3rd March last, was a safe and proper course then set and thereafter steered, and was due and proper allowance made for tide and currents? 

(5) Was a safe and proper alteration made in the course at or about noon of the 4th March last, and was due and proper allowance made for tide and currents? 

(6) Having regard to the state of the weather after midnight of the 4th/5th March, was the vessel navigated at too great a rate of speed? 

(7) Was the lead used after midnight of the 4th/5th March; if not, should it have been used? 

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

(9) What was the cause of the stranding and loss of the vessel? 

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

(11) Was the loss of the s.s. "Knaresbro" caused by the wrongful act or default of the master, chief and second officers, or of any of them? 

Mr. Miller having addressed the Court on behalf of the master and Mr. Thompson on behalf of the owners, the Court replied to the questions as follows: 

(1) The vessel had three compasses, viz.: a Whyte and Thompson standard compass, on the bridge, by which the courses were set and the vessel steered; one in the wheel-house under the bridge; and another aft. They were in good order, and sufficient for the safe navigation of the vessel. They were last adjusted at West Hartlepool by Messrs. Alf. Willings and Co., on August 25th, 1905. 

(2) The master stated that he ascertained the deviation of his compasses by observation from time to time. The errors appear to have been correctly ascertained, and the proper corrections to the courses applied. 

(3) The vessel was supplied with proper and sufficient charts and sailing directions. 

(4) Proper measures were taken to ascertain and verify the position of the vessel at or about 8.40 a.m. of the 3rd March last, a safe and proper course was then set and thereafter steered, and due and proper allowance was made for tide and currents. 

(5) If the position of the vessel at noon of the 4th March last was as stated in the evidence, a safe and proper alteration was then made in the course, and due and proper allowance was made for tide and currents; but in answering this and the preceding question it is to be noted that, while the articles and official log were saved, all documents relating to the navigation of the vessel were left on board when the vessel was abandoned, and therefore all data concerning the navigation of the vessel was simply a matter of memory. The Court, in these circumstances, has grave doubts as to the reliability of the evidence, considering what facts and figures the witnesses could and could not remember. 

(6) Having regard to the state of the weather after midnight of the 4th/5th March, the vessel was navigated at too great a rate of speed. 

(7) The lead was not used after midnight of the 4th/5th March, but it should have been used. 

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

(9) The stranding of the vessel was caused through the neglect to use the lead while approaching the land in a dense fog. The loss of the vessel was due to bad weather setting in after the stranding, which prevented salvage operations. 

(10) The vessel was not navigated with proper and seamanlike care after midnight of the 4th March. 

(11) The loss of the s.s. "Knaresbro" was caused by the default of the master, Frank Newton Tyson, alone; but, having regard to his testimonials, the Court suspends his certificate for a period of three months only, and recommends that he be granted a first mate's certificate during the period of such suspension.

R. MURRAY, R. LAUDER, Justices. We concur: WM. BARNETT BIGLEY, A. WOOD, Assessors.

 (Issued in London by the Board of Trade on the 18th day of May, 1906.) 

The following short history has been compiled by Bert Spaldin.

The firm of W.A. Smith was begun by William Abbey Smith and his elder brother Charles Edward, and as Smith Brothers & Co. worked for the West Hartlepool Steam Navigation Company. In 1898 the brothers acquired two ships from their old firm, the Flambro and the Goldsbro, and in the following year a further ship, the Webster, which they renamed Knaresbro to match the nomclemature of their other two vessels. All three ships had been built in the town by William Gray, and indeed William Cresswell Gray held shares in the ships.

Goldsbro had been named at her launch on May 24^th, 1887, by the triplet daughters of the late Captain Young who had run the company until his death in 1885. The vessel was an improved ‘welldeck’ type whose C.M.E.W. engine gave her a loaded speed of 9 knots.

Flambro was launched on October 4^th, 1887, the naming ceremony being performed by Miss Amy Barraclough, whose father was the manager of the company. The Webster was launched on March 18^th, 1893, also being named by Miss Barraclough. The ship had large hatchways to facilitate the loading and unloading of cargo, was fitted with steam winches, and had iron shifting boards for the carriage of grain. She achieved a speed of 11.5 knots on her trials, before proceeding to Cardiff to load her first cargo on April 28^th.

During their time with the brothers, all three ships traded world-wide. For example, the Goldsbro loaded coal at Barry for Tenerife, then went on to Philadelphia and from there to Granton and Cardiff where she loaded a cargo of coal for Colombo. She then sailed to the rice ports to load for Europe.
In 1905 she was sold to Spanish owners and after passing the the hands of a number of other owners, was eventually torpedoed and sunk in the Bay of Biscay in 1918.

The following year the Knaresbro was lost on the coast of Jutland. She had sailed from Baltimore on February 13^th, with a cargo of 3,966 tons of maize bound for Svenborg in Denmark. On March 5^th she went aground near Lemvig. A report was received from Lloyd’s that she was on a sandy bottom with a moderate swell running but that she was bumping heavily. A further report on the 9^th stated that she was full of water and the crew had left her. A later report from the Mate, David Dickenson, said that an unusually strong current and thick fog caused the ship to go ashore on the Jutland coast. When the crew left the ship they had to get through the breakers and there were hundreds of people on shore to assist them. They lost all their belongings and were taken first to the town of Ferring and then to Copenhagen from whence they were sent home by the Shipwrecked Mariners Society.

Neither of these ships were replaced and with the sale of the Flambro in 1907 to the same Spanish owners who had purchased the Goldsbro, the brothers’ shipowning days were over. The Flambro was lost in 1916, Under Norwegian ownership, when on a voyage to Sunderland.

Family History:

Charles Edward Smith was born at Cowesby, Yorkshire on 5 March 1855 to parents Charles and Sarah (nee Gowland). Charles was married at Hartlepool to Elizabeth Leng in 1881. On the 1891 census the couple were living at Scarborough Street with their son and daughter and Charles was listed as a superintendent marine engineer. By 1901 the couple were living at 'Cowesby' 48 Clifton Avenue with their two children.

Charles died aged at Hartlepool on 25 February 1930 leaving effects of £16,943. His widow, Elizabeth, died in 1959.

William Abbey Smith was born on 26 April 1863 at Bradford to parents Charles and Sarah (nee Gowland). William was married at Knaresborough to Mary Hilda Swale in 1891. By 1911 the couple were living at 'Roseberry Villa' Clifton Avenue.

William died at Hartlepool on 18 March 1850 leaving effects of £4,523.

Obituary in Hartlepool Northern Daily Mail – Monday 20 March 1950.

WILLIAM ABBEY SMITH, J.P., one of the best known personalities in the business world of the Hartlepools for more than 50 years, and a magistrate for 26 years, died at his home, 32 Hutton Avenue, West Hartlepool, on Saturday. He would have been 87 next month. Born at Low Moor, near Bradford, in 1863, Mr. Smith came to West Hartlepool in 1869 and entered the service of the West Hartlepool Steam Navigation Company at the age of 14, eventually becoming the company’s manager. At the turn of the century, he became a ship-owner himself with a fleet of three, which he operated in partnership with his brother, Mr. C. E. Smith. Later he turned his attentions to insurance and personally conducted business as a broker in Stockton Street, West Hartlepool, until within four weeks of his death. In 1926 Mr. Smith was elected to the Town Council as a representative of the North-East Ward, and served until 1932 when he was defeated at the poll by Mr. W. T. Potter. J.P., the present president of the National Union of Railwaymen. Mr. Smith took his seat on the Magisterial Bench in 1920 on the same day as Mr. Chas. A. Sage, who celebrated his 80th birthday on Friday, was appointed. Mr. Smith sat on West Hartlepool’s Youth Committee as the representative of the Hartlepools Chamber of Commerce, of which he was a member for many years, and he was also a manager of St. Joseph's Convent and St. Cuthberts School.

He was a founder member of the West Hartlepool circle of the Catenian Association - the Roman Catholic association of business and professional men - and was the circle’s first president. Mr. Smith also took a keen interest in local badminton and was vice-president of the Hartlepools and District Badminton Association. He leaves widow and one son and there are two grandchildren. Requiem Mass will be sung at St. Joseph's Church, West Hartlepool, to-morrow.

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.