Chief Fire Officer Alfred Leyland

Alfred was born in Prior’s Lee, Salop in Shropshire in about 1910, to Alfred & Annie Leyland. He had an older brother & sister, Arthur and Winifred as well as one sister, Audrey, who was less than a year younger than him.

Most of the following information has been gathered from newspaper cuttings preserved in scrap books by the Middlesbrough Fire Brigade of the time.

We know nothing about Alfred’s early life, but in 1931, when he was 21 years old, he joined Manchester Fire Brigade. Seven years later he was Deputy Chief in Stockton-on-Tees Fire and Ambulance Brigade.

He appears to have been quite ambitious as in 1941, only 10 years after he began his career in the Fire service, he became Officer in Charge of the Western Division in Newcastle and a year later, 1942, was responsible for the whole of the Newcastle area.

In 1945 he moved to Middlesbrough, where he would remain for the next 18years. At this time his post was Sub-District Commander.

Three years later in 1948 he became Middlesbrough’s Chief Fire Officer a post he would keep for approximately 16 years.

On July 12th 1951 Middlesbrough Fire Brigade officially opened an extension to their Workshops building.

In November 1955 Alfred was presented with the Queens Medal for long service and good conduct. A picture and article, shown here, were in the Evening Gazette of the time.

A month long Exhibition, to mark the centenary of Middlesbrough Fire Service was opened 2nd September 1955. Alfred was very much hands on with every part of this successful exhibition and even organised a huge painting of Middlesbrough, displaying futuristic imaginary of skyscrapers with fire fighting techniques showing rescues using helicopters and wide television screens.

Only a year later, 14th February 1956, the queen mother presented Alfred with an OBE. Here is a lovely photograph taken the next day, of Alfred showing his O.B.E. to his proud wife and two daughters, in the Northern Echo.

I did find an interesting little snippet in an article written in January 1956 which told of how the Chief Fire Officer had been complaining of his house, 113 Park Road South, being extremely cold and impossible to heat and as a result was affecting both his family’s health as well as his own. He requested the Fire Brigade Committee look into this and asked them to include a further £250 in the 1955/56 estimates to heat the house.

In October 1959, Leyland was appointed President of the Chief Fire Officers Association – a position he took very seriously, remarking that his post required he ‘demonstrate in a manner beyond reproach the sense of responsibility, loyalty enabling a Chief Officer to serve his council and community.’

In 1963, a year before Alfred should have retired and at the age of 54, he accepted a post to join a 12 man team within the Fire Department of the Home Office in London as Assistant Inspector. His resignation was accepted and he handed over his post to the new Chief Fire Officer, Mr Harry Johnson, leaving at the end of July to begin his new position.

Alfred died aged 69 in Cheltenham, Gloucestershire in December 1978, after a long and successful career working in fire prevention.

The Ada Street Tragedy

Guest post, written and researched by Museum of Hartlepool volunteer, Carol Grocott

In July 1899, an incident occurred that created an unprecedented outcry across the North East of England. Thomas Thompson, a black man (possibly) from the West Indies but who had long since been settled in Britain, was sentenced to death for the double murder of his white British wife Emily, and their West Indian lodger and friend of 20 years, Isaac David Phillips. The crime of passion took place in the couples home on Ada Street (today called Brook Street), West Hartlepool. It shocked the town, but so  too did the judges sentencing, which prompted thousands to sign a petition to reduce Thompson’s death penalty.

Background to the tragedy

Little is known about Thomas Thompson, other than he appears to have arrived in England at around 12 years of age. Newspaper archives show that he worked on board ships, as a cook or steward.

In 1884 Thomas married Emily in Liverpool, before settling with her in Cardiff. They seemed to have had a happy marriage until Emily gave birth to a child in 1888, who had blue eyes and fair hair, and was very obviously was not fathered by Thomas Thompson. Emily claimed that she had been taken advantage of by a doctor she had been seeing for “women’s troubles”. She begged Thomas to forgive her, and for a time he appeared to be placated by this.  He was genuinely in love with his wife and had developed a fondness for the child, so Thomas agreed to stay with Emily and raise the boy.

The family moved to West Hartlepool not long after, and Thomas found work in the docks either as a plater’s labourer (according to one source), or aboard ships once again as a cook/steward.  All appeared to be well with the family, until Emily (or Thomas – depending on the article read) invited a West Indian friend called Isaac Phillips, to stay as a lodger. Phillips, who was also a seaman, lodged with the Thompson’s when not at sea, for around 6 years.  Eventually, Emily began to spend more time with Phillips than her husband, often waiting up until he came home from work after midnight. Thompson would hear them laughing in the kitchen night after night, and Phillips often bought her gifts. Then, a few days prior to the murder, and what would appear to have been the final straw for Thompson, he arrived home from work one night to find that his son of 11 years was absent – All Emily said was that he’d gone to a family who would educate him properly.

The murder

According to Thompson’s testimony, on the fateful evening he retired to bed and called his wife to join him. She ignored his calls and remained in the kitchen with Phillips. He had become so angry with them that he went back downstairs and shot her with a pistol he had bought some time earlier. She apparently managed to get to a neighbour’s house where she collapsed on the hearth rug.

The neighbour ran into the house and found Thompson and Phillips struggling on the floor Phillips had a pocketknife in his hand, which Thompson managed to free, and, whether by accident or design he stabbed Phillips in the neck. By this time PC Taylor and Dr MacGregor and Dr Howley arrived. The doctors temporary repaired Phillip’s neck while he was taken to hospital. He was initially expected to make a recovery. Police in the meantime managed to get a statement from Emily before she died. Thompson was arrested and charged with the murder of Emily and attempted murder of Phillips (This was later amended to murder when Phillips died from an infected wound).

After a short trial at Durham Assizes in mid July 1899, Thompson was sentenced to death, the date for his execution was set for 8th August. There was an almost immediate outcry at the sentence, because the jury had recommended mercy “on account of the great provocation Thompson had received”.  A petition to the Queen was quickly organised, and by Monday 24^th of July, two thousand people from Hartlepool had signed it – double what had been anticipated. Newspapers gave details of where the petition could be signed by townsfolk, and in addition the signatures of several Justices of the Peace and the town’s MP were obtained. The petition even appears to have been signed by the solicitor for the prosecution!

On 26^th July Mr J. Hyslop Bell, the Coroner in the case, received communication from the Home office stating “Sir, with reference to … the Secretary of State has felt warranted … advising her Majesty … commutation to penal servitude for life”.  The prison authorities were notified and Thompson was removed from the condemned cell, to a holding cell where he awaited removal to a penal settlement abroad.

Photograph taken on Brook Street (once known as Ada Street), looking towards the North Cemetery. This photograph was taken in 1964, 65 years after the incident took place.   

 

St John Ambulance

Durham Branch Ambulance Class, circa 1900: These employees were trained by the St John Ambulance Association to deliver first aid treatment to medical emergencies. Accidents on the railways were frequent and so every member of staff was encouraged to participate, joining courses and entering first aid competitions.

In the 11th Century, a small hospital attached to a church dedicated to St. John was set up to care for sick and injured pilgrims. In 1113 the Pope recognised the hospital as a religious Order.

By the 12th century the Order had developed a military role; members vowed to care for the sick, and defend Christianity.

In 1511 Henry VIII was given responsibility for the Orders of the Roman Catholic Church in Great Britain. When he established the Church of England he failed to uphold this responsibility and seized their assets – including those of the Order of St John. It wasn’t until 1798 that the Order recovered.

The London and North Eastern Railway Ambulance Organisation, under the auspices of the St. John Ambulance Association, wrote this booklet making all staff aware of the arrangements for holding ambulance classes, examinations and competitions, and the awards and concessions given for proficiency

In 1877, when Britain was at the height of the Industrial Revolution, the St John Ambulance Association was founded. Industrial work was often dangerous and accidents were frequent. The Association trained people to administer first aid; running classes, publishing books and setting examinations. The initiative was popular and spread outside heavy industry into the towns, villages and the more affluent suburbs.

St John Ambulance Association medallion, awarded to George Boyce, circa 1930s: The date bars were issued after successful re-examinations.

Before long thousands had received First Aid training. Many wanted to use their new skills to help others. In 1887 the St. John Ambulance Brigade was formed, providing First Aid and ambulance transport at public events. They attended’wherever crowds gathered’ – from great national occasions to local football matches. (Later, the Brigade and Association merged as “St. John Ambulance”.)

The Ambulance Room at the Faverdale Wagon Works in Darlington: The heavy machinery used at this works meant a permanent first aid room was necessary. It is fitted out to a high standard, with modern equipment which meant that staff could deal with lots of different kinds of emergencies at the Works – the most common accident was trapped fingers.

In 1888, Queen Victoria made the British Order of St. John a Royal Order of Chivalry, with the title ‘The Most Venerable Order of the Hospital of St. John of Jerusalem’.

St John Ambulance Association certificate, 1946: presented to William Shaw for completing the “First Aid to the Injured” course. delivered by the London and North Eastern Railway (North Eastern) St John Ambulance Association.

During the wars the St John Ambulance and the British Red Cross worked together to form the Joint War Committee (established in 1914). Together they provided an extensive network of medical services in Britain and on the front lines; along with trained volunteers and reserves for army hospitals. Their work continued in 1939, providing welfare services including anti-gas training programmes, first aid posts in transport terminals and the training of volunteer nurses. St John as recently as 2003, in the Gulf War, sent aid workers to the front lines.

In many parts of Britain, St John was the first and only provider of an ambulance service up to the middle of the 20th century when the Ambulance Service as we know it today was conceived.

St John is still active today, and currently provides services to nearly 40 territories around the world.

Do you know anymore about the history of the St John Ambulance on the North Eastern Railway, feel free to comment below!

All images copyright to the Head of Steam, Darlington Railway Museum.

“The Great Fire”

Guest post written and researched by Museum of Hartlepool volunteer David Nicholson

the Great Timber Yard Fire in Hartlepool, 1922. Stacks of railway sleepers ablaze.

Much has been written about the Hartlepool Timber Yard Fire (Wednesday 4^th January 1922), which affected many of the residents living in the Cleveland Road and Union Street area of Hartlepool, it’s fair to say this event has changed much of the landscape and development of this part of the town.

The fire began around 1pm on 4th January 1922. The alarm was raised by a boy who turned up at a shack to warn the workmen who were having their dinner. The source of the fire was unknown; however it was thought that it began in the timber storage ground of Geo Horsley & Co. A spark from one of the locomotives shunting in the area or some rotted fusing in one of the yards electricity cables was thought to be the likely cause. The fire consumed hundreds of stacks of wood in the yard.

Photograph of the Great Timber Yard Fire in Hartlepool, 1922. Shows firefighters battling the blaze, while piles of smouldering pit props lie littered beside them. Firefighters from around 5 different brigades were scrambed from across the North East to help fight the Inferno. These included the NER, Hartlepool, West Hartlepool, Stockton, Middlesbrough and Gateshead fire services.

The West Hartlepool Fire brigade was first on the scene shortly after one o’clock, headed by Superintendent Allan along with six firemen. Later the Stockton Fire brigade arrived on the scene and both teams prevented the fire affecting the nearby creosote works. Before 5pm fires were breaking out on the other side of Hartlepool Road which were not helped by strong gale force winds which meant the flames soon became unmanageable, the area covering over eight to nine acres. The flames were threatening properties so many residents had to be evacuated. Despite the best efforts of the fire-fighters most of their belongings became lost or separated in the rush to clear the area before they were destroyed altogether. Many pieces of furniture saved from the fire were stored in local schools.  The town’s Mayor set up a disaster relief fund to help people who were left virtually destitute as a result of the blaze. The King and Queen contributed £150 to the fund. The eventual total amounted to £11,447. The disaster was reputed to have caused about one million pounds worth of damage and left over 80 people homeless.

Image showing residents carrying furniture away from areas threatened by the Great Timber Yard Fire in Hartlepool, 1922. The man in the centre is carrying a chair on his head.

Long after midnight great crowds in Cleveland and Middleton Roads and at every vantage point watched the devastating course of the fire. The “ordinary” traffic of the town was added to by numerous motor cars, motor cycles and people on push bikes from all areas of the town. Much concern was felt for the homeless, but many found accommodation with friends in houses well removed from the area devastated by the fire. The fire was eventually brought under control by 4am.

Collecting for the victims of the ‘Great Fire’, 1922

A lot of lessons were learned as a result of the disaster with local precautions set up to prevent further incidents.

Photograph taken in the aftermath of the ‘Great Fire’ in Hartlepool, 1922. As locals survey the damage, children can be seen playing on the lamp posts which have collapsed under the intense heat of the blaze which, in places, is still smouldering.

Please let us know in the comments if any of your family were caught up in the fire or its aftermath.

Images copyright to the Museum of Hartlepool and can be found on our Flickr page.

The Life of John Shiels

John Shiels was born in Girvan, Scotland in 1841 to Patrick and Margaret Shiels who had emigrated from Ireland. Patrick worked as a traveller, hawking of soft goods, and in 1851 he and John (who was only 10) were lodging with other Irish hawkers in Glasgow.

We have no further information about John until 1860, when at the age of 20 he was appointed a Police Constable in Leeds City Police. Records show that John’s previous employment was as a commercial ‘traveller’ like his father, and that he was recommended for the position by a ‘Major General Johnson of Garnsallow’.  (We have not been able to establish where Garnsallow is, or how John came to meet Major General Johnson; one theory suggests that as a teenager John may have joined the armed forces and fought alongside Johnson during the Indian Mutiny of 1857).

Police notice from Head Constable of the Hartlepool Borough Police, John Shiels, circa 1870-1875.

John was described in the Leeds City Police appointment book as having “blue eyes, light brown hair, fair complexion with a height of 5’ 9¾”. In August 1861 he was promoted to 2^nd class Constable and was subsequently promoted to 1^st class in June 1862. A year later he was reprimanded for disobedience of orders. That same year he married Selina Goodliff and their first child Margaret was born in 1864.

In June 1865 John was reprimanded again, this time for ‘improper conduct’. However, he must have been thought of highly at Leeds as later that month he was also promoted to Sergeant with a weekly wage of 23 shillings. A year later John was promoted again to 2^nd class Sergeant and his pay increased to 24 shillings and 6 pence a week. I’m sure a much needed pay increase to support his growing family was welcomed as his second child Patrick was born that year.

By January 8th 1870 John Shiels was in position as ‘Chief Superintendent’ at Hartlepool Borough Police and ordered 1/2 dozen files. Here is a sample of his signature.

In July 1866 John moved his family to Scarborough after he was appointed Inspector of Detectives. John remained at Scarborough for two years before moving to York City Police as Detective Inspector. John was thought of highly at Scarborough and on his resignation was presented with a gold watch; “as an especial mark of our cordial regard and high appreciation of the manifold services you have rendered to the town of Scarborough, while acting as detective in the Police Force of this Borough.” (Extract taken from Assembly rooms, Testimonials, Scarborough, 8^th February 1868, J.W. Sharpin, J. P., Scarborough). 

After moving to York John’s third and fourth children, John and David, were born in quick succession in 1869. That same year John was named one of four Detectives involved with the apprehension of three criminals convicted of felony in the Norfolk area.  The other detectives were from Birmingham, London and Norwich. Together, with a Superintendant from King’s Lynn they received £10 as a recognition for their skill and activity in the capture of the criminals.

Police Notice from Superintendent John Shiels of the Hartlepool Borough Police, regarding two men who deserted from the fishing smack “Rescue” of Hull in July 1871.

In January 1870 John Shiels was appointed Chief Constable of Hartlepool Borough Police. At the time the Hartlepool’s were made up of two towns; Hartlepool Headland and West Hartlepool. In 1851 the Headland re-established its ancient Charter of Incorporation and thus pulled away from the Durham County Police Force (which policed West Hartlepool) and established the Hartlepool Borough Police – overseen by the Watch Committee of that Borough. When John took over as Chief Constable the force had only been in existence for 19 years, and he was the second Chief Constable.

The job included a house, gas and coals, which amounted to approximately £15 plus £120 per annum. This was a huge step up for John, whose testimonial for this position still survives as part of the Robert Wood Collection at the Museum of Hartlepool. Here are a number of quotes which are testament to John’s character at the time of his appointment.

Reference given by Chief Constable H.Pattison of Scarborough Borough Police, to the watch committee of the City of York, 1867

Reference given by Surgeon Robert Cameron of York, 1869

Reference given by J. E. Hunt of Leeds City Police Detective Department, 1866

Only a year after moving to Hartlepool two of John’s children died, David aged 2 and Margaret aged 7.  John and Selina had three surviving children; Patrick, John and new born Mary Agnes. In 1873 another child, Helen was born, and in 1875 another girl, Kate, followed.

In 1874 John’s salary was reported to have increased from £130 per annum to £150 per annum (York Herald 10.1.1874) implying that the Hartlepool Borough Council Watch Committee were pleased with John’s work. Only a year later however John resigned his position as Chief Constable after a period of only five years. We have no information regarding the reason for John’s resignation or the demise that was to follow.

In 1877, two years after John resigned, he and his family were living near Leeds where another child, Emma was born.  Two years later in 1879, Charles was born and a further two years later in 1881, the tenth and last child, Christiana Virginia was born. John was registered as a ‘Hawker’ which would have been something of a reduction in salary and quality of life – so why did John do this? One theory is that something happened to John in 1875 which meant that he was forced to resign his position as Chief Constable (perhaps he turned to alcohol after the death of his children? – sobriety was an important characteristic for a Chief Constable). He turned to the only other occupation he knew, ‘hawking’. He may have found this difficult to do in Hartlepool as John would have required a licence from the Chief Constable.

Police Notice from Head Constable John Shiels of the Hartlepool Borough Police regarding the burglary of the Mayor of Hartlepool’s house, 1873

Selina died aged 42 in 1881 and was buried in a nonconformist site in Leeds. Three years later in 1884 John, married his second wife Margaret McIver (nee Goldie). Margaret had previously been married to a West Yorkshire police officer who had died in service, because of this she received a payment of £70 as compensation. Together they had ten children all under the age of twelve – six of which belonged to John. Their address at the time was 9 Meanwood Terrace, Leeds. Again, John’s occupation was described as a ‘commercial traveller’.

Margaret died three years later and it would appear that this was something of a turning point for John who was starting to find life difficult, as we can see by the following displays of behaviour:

• On 24^th October 1887 John was charged with assaulting his nine year old son in their home. John, “when sober behaved well to his children”. (The Leeds Mercury Tuesday 25^th October 1887)  As stated by various newspaper reports at the time, John received a sentence of two months hard labour.  Three of John’s younger children were put into institutions.

• In 1888 there was court case against John, this time for ‘annoying passengers on the railway,’ According to the Yorkshire Post Thursday 12^th April, John is described as a Book Hawker, of Newcastle, ‘When the train had passed through Marsh Lane Tunnel he commenced dancing about the compartment and annoying the lady, and making himself objectionable.’ Although he didn’t appear in court he was ordered to pay a fine of 40s (shillings) plus costs or one month in prison.

In 1906 John is recorded as having died – although there is limited information as to the circumstances of this.

One of the interesting questions we are left with is what happened to John Shiels while he was living and working in Hartlepool as Chief Constable? Why did he leave a well paid, prestigious job, where he was well respected in the town to become a Hawker in Leeds? was it the pressure of losing children, or did he simply wish to live a more simple life? We may never know the answers to these questions and so we might be left to fill in the blanks with only the facts we have. Please feel free to discuss what you think may have happened to John Shiels in the comments.

Images copyright to the Museum of Hartlepool, Robert Wood Collection.

With particular thanks to Janet Richardson and family whose research into John McAdam Shiels (2nd Great Grandfather) has formed much of this research.

Railway Policewomen in the First World War

The first four North Eastern Railway (N.E.R.) Policewomen sworn in before magistrates in 1917. (left to right; PC A. M. Duffitt, PC M. M. Dickinson, PC K. F. Morgan. Seated; M. Roberts (later became Sergeant).

In the 19th Century the wives of railway police detectives accompanied their husbands working undercover, in this way they would appear less conspicuous. These women were not paid but gave evidence against criminals in court. No woman was actually employed by the railway police departments until 1914, after the outbreak of the First World War.

In 1914 the strength of the countries workforce fell as men volunteered to fight in the armed services. This included a number of police officers – which left constabularies across the country in desperate need for Special Constables. The exodus posed an urgent problem for the government, who needed both men in the field and in the factories. Faced with conditions which offered both a challenge and an opportunity the Suffragette’s promised to abstain from their militant activities and assist in the war effort. Women from all classes and political backgrounds began to move into the workplace to cover traditionally male roles.

Although women working in the Police was initially opposed, support from Sir Edward Henry (Chief Commissioner of Police), lead Margaret Damer Dawson and militant suffragette Nina Boyle to form the ‘Women’s Volunteer Police’ (WVP) in 1914. It was believed that the WVP could assist forces in dealing with crimes against women, and also with the social changes that were taking place as many young girls moved into the cities for employment and experienced for the first time, the freedoms and opportunities that had been unavailable to them in peacetime. The organisation was set up as a result of Dawson witnessing a group of men attempt to recruit Belgian refugees as prostitutes at a London train station.

Although many Suffragette’s had previously targeted train stations in bomb an arson attacks in order to campaign for women’s suffrage. Railway companies were some of the first organisations to employ women to fill traditionally male roles. They started working as cooks, cleaners and waitresses, but eventually worked their way into the workshops learning skills such as French polishing. In fact, as the war progressed women were recruited to do most of the jobs left vacant by men, except for driving trains and firing engines because the training periods for these were too long.

In 1916 The Great Eastern Railway became the first railway company to recruit and train at least six female police officers, one of them a Sergeant. Later that year, there were around thirteen women patrolling the London Underground and there were also women working in the Great Central Railway Police and the North Eastern Railway Police. Unlike the WVP these women were paid and were sworn in as Constables. This technically makes them Britain’s first officially employed Policewomen.

The first four North Eastern Railway (N.E.R.) Women Police Constables were sworn in on 20 December 1917. It states in the N.E.R. Magazine that they were ‘endowed with exactly the same status and power as their male colleagues, … [were] specially trained by Mr. E. T. Barrell (Acting Chief of N.E.R. Police), and [were] capable of carrying out the full duties of police officers.’ These women wore blue, ankle length skirts and tunics with a collar and tie. Each had a wide rimmed hat and a whistle and wore their duty armbands on their left wrist. By August 1918 their numbers had increased to seventeen.

North Eastern Railway Women Police Constables. Seated in the center is Sergeant M. Roberts, one of the four women to first be employed by the N.E.R. Police.

Exact numbers and duties of Women Police Constables on the railway during the First World War are unknown. It is likely that they provided a full range of police services and were thought to be particularly useful when dealing with female offenders and victims.

When the war ended women in all sectors of employment were expected to hand their jobs back to men coming home from war. Although the numbers of Women Police Constables fell, their services were recognised as particularly important to police work and so were never fully removed.

Information provided by the British Transport Police History Group

Images taken from the North Eastern Railway Magazine, copies of which are held at the Head of Steam, Darlington Railway Museum

The North of England Match Factory Fire, 1954

Guest Post by Museum of Hartlepool volunteer David Nicholson whose father, Edwin Derrick Nicholson, had been employed at the Match Factory at the time.  Davids article reflects the events of the North of England Match Factory Fire which took place on the 30^th August 1954 and the effect it had on Hartlepool docks and the employees who worked at the factory.

A sample of the safety matches produced by the North of England Match Company.

The North of England Match Factory was situated in Swainson Dock.  The Company was established in 1932 and produced over thirty two million matches per week by 1954. One early sales ploy was the insertion of five shilling gift vouchers in selected boxes.

The fire started shortly after 4pm when a spark from one of the machines ignited. In a very short space of time the fire gutted the whole of one of the great warehouses which were an imposing feature of Hartlepool’s waterfront.

Due to the nature of the factory the Durham County Fire Brigade were called in and initially provided 10 fire appliances. Huge crowds gathered in Church Street to watch the blaze with some people buying platform tickets at the station to get a better view.

North Eastern Railway (NER) tugs attempting to extinguish the flames

Firemen attempting to extinguish the flames from floating platforms on the water

The cost of the damage was estimated to be around half a million pounds.

Doreen was one of the employees working inside the factory when the fire started. The workers were told to evacuate the building until the smoke cleared but then the fire took hold and they were told to return the next day. They came back to find that the fire had destroyed the building and they never returned to work there again. Doreen remembers that everyone was able to claim for anything that they lost in the fire, including coats. According to Doreen, fires were a regular occurrence at the factory when matches in the machines rubbed together.

The burnt-out shell of the factory was considered unsafe by docks officials after receiving reports from their experts. Demolition workers were employed to carry out the work. The foreman Mr William Brown of Glasgow and his fellow workers were engaged in clearing the interior of the building and salvaged everything possible.

Match Factory ablaze

Match Factory collapsing

About 100 Women were left jobless by the blaze. Many colliery area women and girls as well as those who lived locally worked in the match factory but quite a number of younger girls quickly found employment.

The Directors of the Company thought long and hard about rebuilding, however due to the cost and competition from home and abroad this was considered unviable. The question of alternative employment was considered at the time and one of the suggestions was the introduction of an industry connected with aircraft and its components.

Firemen at Match Factory Fire

All photographs copyright to the Museum of Hartlepool

Please see our Flickr page for more photographs of the Match Factory Fire in Hartlepool

A Double Disaster

Memorial on Sker Rocks for the 38 men of the SS. Samtampa and the eight men of the Edward Prince of Wales Lifeboat lost at sea in 1947.

When thinking about the risks our lifeboat crews take everyday to save the lives of men at sea, many of whom they have never met, or who speak a different language, it is difficult not to think, and thank those men and women across the world, who have sacrificed the same for our sailors.

One such event took place off the welsh coast on the 23rd April 1947. The dangerous coastline around the Bristol channel has laid claim to hundreds of vessels, but none is more famous or tragic than the loss of the SS. Samtampa, and the Mumbles lifeboat, Edward Prince of Wales.

Order of service, commemorating the 60th anniversary of the loss of the crews of the Mumbles Lifeboat and the SS. Samtampa, 2007

The former Liberty ship, SS. Samtampa was launched in America only four years before the disaster. It was one of many vessels built quickly to fill the gap caused by the German U-boat campaign during World War Two.

On the 19th April she left Middlesbrough in ballast, bound for Newport. Her New Zealander Captain Neale Sherwell was an experienced seaman and had a crew of 38 men. 25 of these were from the North East, with 10 coming from Middlesbrough, two each from Stockton and Redcar, and one each from Thornaby and West Hartlepool.

On the 23rd April,  when the Samtampa had reached the Bristol Channel, she was subjected to hurricane force winds. In ballast, she was light and unmanageable, and although both anchors were down, the vessel was driven towards the Welsh coast. Sherwell radioed for assistance and the Mumbles lifeboat was called out.

Shortly after 7pm the Samtampa was driven onto the rocks at Sker, close to the Royal Porthcawl Golf Club. As the hull broke into three sections, watchers from the shore could see and hear the cries of doomed men but were powerless to help. The Porthcawl Lifesaving Company made attempts to set up a breeches buoy, firing rocket lines towards the ship. the wreck too far out to sea and with the wind howling towards them, their lines fell short. Before long all three sections of the ship were under water.

The lifeboat was last seen at around 7.10 pm. It was not until the following morning that her wrecked hull was found 450 yards south east of the Samtampa. The evenings events will never fully be known, but the RNLI said at the time that they believed the lifeboat had capsized and been driven onto the rocks at high water.

All 39 men of the Samtampa, along with eight lifebaotmen all perished that fateful evening. It still remains the worst maritime disaster to hit the south Wales coast in living memory.

Such is the courage of the men and women of the RNLI, that within 24 hours of the disaster, a new lifeboat crew had been formed.

Video: Living Data

Superintendent Richard Merryweather

Names and addresses of Hartlepool fire fighters, including Superintendent Richard Merryweather and his second son James. The poster shows that at the time there were no fire alarms, instead the Fire Brigade relied on the public calling on each of the fire fighters at home. A financial incentive was provided to encourage the public to raise the alarm. (Robert Wood Collection, Museum of Hartlepool)

In the 1830’s the Borough of Hartlepool paid a premium to the West of England Fire and Life Insurance Company. In exchange they provided fire insurance and a manual fire appliance overseen by a volunteer Fire Brigade. For many years this Brigade was Superintended by Mr Richard Merryweather.

Sunderland Daily Echo and Shipping Gazette – Saturday 19 August 1876

Merryweather was originally from Yorkshire. His father William was brother to Moses Merryweather, who at the age of 14 was apprenticed to a fire appliance manufacturer in London called, Hadley, Simpkin and Lott. Eventually the firm transferred to Mr Lott whose niece Mr Merryweather later married. Moses went on to inherit the firm and worked hard to make it one of the most respected and sought-after fire engine manufacturers in the World.

One man who gave much attention to the means of extinguishing fires during the early 1800s was the Duke of Buckingham and Chandos. In 1820 one of the Duke’s country estates was completely destroyed by fire, the experience lead him to take an interest in the work of the Merryweather firm, and also to become great friends with the Merryweather family. The Duke had a curiosity for mechanics and was frequently seen ‘volunteering’ in the works at Long Acre – either in the fitting shop or the smithy. The Duke also had the best private Fire Brigade outside London at his residence, Stowe House in Buckinghamshire. In 1839, the palace was said to have eight fire engines, four of a smaller type situated on each floor of the building, and four larger engines stationed around the mansion. He built four elevated reservoirs within the palace that had suitable attachments for all engines and also had Merryweather make a powerful carriage engine. The Duke handpicked 24 men from his team of staff to form a Brigade. They were smartly outfitted and armed in the London Brigade fashion and were under the charge of an engineer from London.

It is thought that Richard Merryweather was that London engineer. It is known that Richard spent some time working for his uncle at Long Acre in his early twenties. He was trained to use and maintain fire fighting appliances and it seems, was trusted to publicly test them for potential clients.

Derby Mercury – Wednesday 08 February 1837

In volume 38 of Mechanics Magazine and Journal of Science, Arts and Manufactures, it states that ‘upon the occasion of a recent incendiary fire at Tingewich, three miles from Buckingham, the efficient exertions of Mr. Richard Merryweather (Superintendent of the Stowe-fire engines) and his men were beyond praise’.

It was while Richard Merryweather was at Stowe that he met and married the Duke’s maid Elizabeth Mould, who was originally from Easton in Hampshire. Sometime after 1847 the couple moved to Hartlepool.  It is assumed that Richard left employment at Stowe House because that year the Duke was declared bankrupt. His debts totalled over a million pound and so he was forced to sell the contents of Stowe House – including his fire appliances. Richards father William had moved to Hartlepool some time earlier to start a ship-owning business and so he took his wife and three young children to start a new life.

Richard and Elizabeth Merryweather went on to have six children altogether, with one boy, Henry, dying in infancy. The family lived on the Headland, close to St Hilda’s, and played an active role in the community and church. Richard set up a business as an auctioneer selling homes and their contents’. As well as his duties as the Superintendent of the Fire Brigade, from which he retired due to ill health in 1879, Richard also acted as as High Bailiff of the County Court and Councillor for the Borough. He was also one of the original 39 men made Freemen during the passing of the Freeman’s Land and Harbour Dues Act in 1851, and was also one of last surviving men from this group, dying in 1891 aged 77.

York Herald – Tuesday 06 October 1891

Images copyright to the Museum of Hartlepool and the British Newspaper Archive

Chief Constable Albert Winterbottom OBE

Guest post by Museum of Hartlepool volunteer Ruth Iles.

Hartlepool Borough Police, circa 1902. Chief Constable Albert Winterbottom seated in the centre of the front row (Donated by Tim Brown).

Albert Winterbottom was born in Saddleworth, St chad, Yorkshire to Joel and Alice on 18th August 1861.  His father’s profession at that time was documented as ‘Clothier.’

It would appear that Albert began his career by following in his fathers footsteps and at 19yrs old was working as a flannel finisher. However in 1882, when he was 20yrs old, Albert had a complete turn around and joined the Oldham Borough Constabulary – a career he was to follow for the rest of his life.

Albert worked his way through the ranks, being promoted to Sergeant age 31yrs after obtaining the Board of Trade Certificate, enabling him to act as Inspector of Weights and Measures.  Three years later in 1895 he was promoted to Police Inspector, accepting a job at Colchester.  Albert did not appear to own any property at this time and was boarding with a family named Broadbent.

When Albert was 36yrs old he moved to Hartlepool and was appointed, from 49 applicants, Chief Constable of Hartlepool Borough Police. He lived in his own home in Marine Parade.

Within the first year in office Chief Constable Albert Winterbottom changed the reputation of Hartlepool from impropriety, drunkenness and gambling to one of the most respectable places in England.  He was also responsible for improving conditions for his men by securing an eight hour day with more leisure.  (Up until this point men were allowed only one day off in three months).

Robert Wood collection, Museum of Hartlepool

Hartlepool was a much smaller town with a population of 26,000 as apposed to Oldham which at that time had a population of approximately 140,000.  The police force also reflected this by having only 27 men compared to the Oldham force which boasted a 158 strong constabulary.  Of the 27 men, two were Inspectors, four Sergeants and 21 Constables. It has to be remembered that In 1901 Hartlepool had not yet amalgamated with West Hartlepool, whose police force formed part of the County Durham Constabulary.

Out of interest Albert’s salary at this time was £300 including bonuses and uniform. Approximately £32,966 in todays money.

In 1900 Albert also took on the role of Director of Hartlepool Fire Brigade, when Mr W. A. Smith, a Glass and China merchant retired after 21years.

Hartlepool Borough Fire Brigade, 1902

In August 1901 Albert applied for the position of Chief Constable of Burnley (population 50,000 police force of 50) a position he did not get, but interestingly the Museum of Hartlepool hold a copy of his application and testimonials in their Robert Wood collection.

Albert Winterbottom’s testimonials, 1901

Examples of references,

A: From the then Mayor of Hartlepool, Councillor J.P. Harrison:

“The Force has been thoroughly re-organized, the men well disciplined and smart in appearance.”  “the Government Inspector… expressed his high satisfaction with the condition and appearance of the men,”

B: From Alderman John Horsley, Ex-Mayor and Justice of the Peace:

“I consider him a most active and intelligent officer, very attentive to his duties, civil and obliging, a good disciplinarian, fair and impartial to all his officers.”

Mr Winterbottom received a Coronation Medal and In 1920, and at 56yrs old, Albert received the OBE for his services during the First World War, and especially during the Bombardment of Hartlepool.  During the war Chief Constable Albert Winterbottom, served on the Hartlepool War Emergency Committee in the role of Hon Secretary.

HRH Princess Mary visited Hartlepool in August of 1926 and upon leaving she personally thanked Albert Winterbottom, “for all he had done for her during her brief stay in the borough.”  (Hartlepool Mail, Wednesday 11th August 1926)

Albert retired in 1930 but remained living in number three Moor Parade in his adopted town of Hartlepool.  He then started working as a house and estate agent.

A Freemason and member of the St Helen’s Lodge, Hartlepool he had gained the respect and admiration of the Mayor and other Hartlepool dignitaries and in November of 1936, when borders where altered to increase the size of  the town, Albert Winterbottom was responsible for presenting a 52″ Silver Gilt, Mace which has five shields, depicting The Mayors Crest, the Borough Crest and local industries, to the Mayor along with the Mace bearers uniform.

After a long illness and a few weeks in hospital, Albert died, a bachelor, aged 78 in November 1939 and was buried in St Hildas, Hartlepool.  He left an estate totaling £5,557.9s 11d, a huge amount in those days and the equivalent to approximately £323,700.  In 1942 a sum of £1,703, was be-quested from Alberts estate to the Hartlepool Hospital extention fund.

Images copyright to the Museum of Hartlepool and Tim Brown