Berwick Newspapers – 100 years ago

BERWICK JOURNAL, 1ST MAY 1924

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LONG SERVICE MEDAL FOR MR ROBT.BURGON

Mr Robt. Burgon, ex-Coxswain of Berwick Lifeboat, has been awarded the Long Service Medal of the Lifeboat Institution. This medal was to have been presented to him on Sunday at Lifeboat Concert but did not come to hand.

When the lifeboat station was changed from Spittal to Berwick, Mr Burgon formed one of the original crew, and was appointed second Coxswain under his cousin, the late Mr James Burgon, who, after holding the office for 4 ½ years retired and became lighthouse keeper. On the retiral of his cousin Mr Burgon was promoted to the post of Coxswain, and held that position 14 ½ years, during which time he won the appreciation of his superiors. Berwick Lifeboat House was recognised by the Lifeboat inspector as a model of how such a place should be kept. It is significant of Mr Burgon’s keen sense of duty that during the time the boat was at Berwick he had only once been absent when the boat went to sea, and that was April 1914, when he himself was one of the persons to whose assistance the boat was called out.

During those years he assisted in rescuing about 30 lives, and the largest rescue was performed in March 1913, when the crew of the Swedish barque Jacob Rauers was saved from a watery grave.

The special vote of thanks on vellum, presented by Royal National Lifeboat Institution to ex-Coxswain Burgon, in recognition of his valuable service to the Institution and humanity at large, was publicly handed to him in Feb., 1920, in the Queen’s Rooms by Lady Francis G. Osborne, Ord House, president of the Berwick Branch.

In making the presentation lady Osborne said- The certificate was a mark of the Institution’s appreciations of the excellent work ex-Coxswain Burgon had performed on their behalf and for mankind at large. Had the audience thought of it? Mr Burgon had served 20 years in the lifeboat, 5 years as 2nd Coxswain and 15 years as skipper of the boat. They who lived within sight and sound of the North Sea knew full well what that meant, and what it must mean to the crew of a doomed ship to see the lifeboat battling to their rescue. It had been the custom in late years that after any meritorious service the Coxswain had received a medal. That was as it should be, because very often it was largely due to his seamanship that the rescue was due. But it had been felt that every member of the crew should receive some recognition and ow, thanks to the energy of the Secretary of the Berwick Branch it was suggested, and she hoped it would soon come to pass that every member of the crew would receive a badge at the same time as the Coxswain received his medal. Mr Burgon wore 2 medals on his breast and the other by the Swedish Government. On the latter were the words “For bravery and valour at sea.” What splendid words they were; and how glad Berwick people ought to be that they had among them a man, who, by his conduct, had earned such a medal. In handling over the certificate to Mr Burgon she expressed the hope that for many years it would remind him not only of the many lives he had saved, but of the 20 years of splendid work which he had given to the Institution. She knew it could not but bring back memories of days and nights when he battled with the waves, but she hoped also that it would remind him of the peace which followed the storm.

Mr Burgon, in returning thanks, said he was the first man to volunteer to become a member of the crew when the lifeboat was moved from Spittal to Berwick. His cousin: the late Mr Wm. Burgon was appointed Coxswain, and he himself received the appointment of 2nd Coxswain. For 4 ½ years they worked hand in hand, and then his cousin was appointed keeper of Berwick lighthouse, and he was promoted Coxswain. During all his 20 years he had done his best both for the crew and the Institution. On many a stormy night he had gone about the fields when everybody else was in bed. He thought that would be the last time he would have a presentation made to him in public. The lifeboat was now to be manned by a crew from Spittal; and he thought in Mr Lough they had got a man to take charge who was as good as he was himself. He promised that if ever the boat was needed, he would assist it in every way.

Berwick Lighthouse, Ref: BRO 426-0414

Dr C. L. Fraser said as Secretary he had been in the exceptional position of coming into close contact with the Coxswain and member of the crew, and he would like to state that during his long service ex-Coxswain Burgon had always been found on his beat. In speaking of their ex-Coxswain, he wished also to remember his very active lieutenant, ex-2nd Coxswain Jas. Jamieson (who is also to receive Long Service medal), who had done splendid service. They must not also forget the men who had sailed with these gentlemen- rank and file of Berwick Lifeboat. The Institution had agreed that their services too would be recognised and on some other night he hoped the badges for them would be publicly presented. The attributes of a good Coxswain were very many. He must have a keen professional knowledge, the ability to form his judgments quickly; and alertness and carrying these into practice. Robt. Burgon had shown on more than one occasion that he possessed all these qualities. He was sorry to have to say good-bye to so old a comrade. They had had many experiences together. Mr Burgon had been a good and faithful servant to the town, and to the Institution. He had brought great honour to the town, to the lifeboat and to himself, and in bidding him good-bye they could say to him “Well done.”

Commander Carr, R. N., said the rescue for which Mr Burgon received his Swedish medal was one of the finest pieces of work performed on this coast. He showed on that occasion a seamanship which few men would have shown. The life-saving apparatus could do nothing to save the crew of the schooner Jacob Rauers; and the lifeboat could get into communication with them only after much difficulty and skilful handling. In another 10 minutes or so the crew of the schooner would have been drowned. There was no jealousy now between the lifeboat and the L.S.A.

Bred of a fishing family, Mr Burgon, although born in Berwick, first became acquainted with the sea at Hartlepool, whither his benefits, along with many other Greenses families, removed when he was 2 ½ years of age. He first went to sea at the age of 11 in a boat skippered by his uncle, the late Alex. Hall, who for many years acted as Treasurer to the Greenses Fishermen’s Benefit Society, and who for a long time prior to his death a few years ago, was well known to the frequenters of Spittal Ferry.

The Motor Ferry, Berwick, dated 1923. Ref: BRO 1636/6/6

Sandy decided to return to Berwick in the first year that “Bob,” as the subject of our sketch is familiarly known, was with him, and bringing his furniture with him in the boat he fished for a season at Berwick, after which Mr Burgon returned to Hartlepool. After a second season at Berwick, he settled in Hartlepool for a few years, and went to sea in a coble which his father, Mr James Burgon, had had built for the family. At the age of 19 Mr Burgon left his father and became skipper of a coble owned by his uncle. Fate dealt kindly with him for he left that crew and joined another uncle in the following year, and shortly afterwards the coble of which he had been skipper for a year was lost with all hands. 3 years later he came and settled in Berwick, but in the summer his father and other members of the family went to Hartlepool for the fishing there and in 9 weeks they shared £34. Afterwards he acted as skipper of the Berwick fishing vessel galatea and has acted as skipper of herring and line fishing boats ever since. He and one of his brothers fished together for 32 years and had 3 herrings boats in that time. Readers will remember the Brothers, belonging to his brother James, which foundered in the bay some years ago.

In a life spent at the mercy of the elements there have been many exciting incidents and numberless narrow escapes, but although his boat has been filled almost to the gunwales, and a coble belonging to some comrades had been sunk within a short distance of his own boat, which was also in great difficulties, he has come through it all, and in addition has had the satisfaction of rescuing others of his fraternity who were in distress.

BERWICK NEWSPAPERS

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BERWICK ADVERTISER, 3RD APRIL 1924

BERWICK NEW STATION

(FROM THE BERWICK DEBATING SOCIETY MAGAZINE)

Much ink has been spilt and hot air wasted over the necessity of having a new bridge over the river Tweed at Berwick, and while all are agreed that this proposal is of vital importance to the future development of the town, many differences of opinion are noted as to the location of the structure. The many expressions of interest in the scheme from all sections of the community is indeed gratifying and angers well for the future of the borough. This, however, regrettable that during all the discussions on the future welfare of the town, little or no comment has been made on the proposed new Railway Station at Berwick.

The front of Berwick Railway Station
An early 20th Century postcard of the front of the railway station

Rightly or wrongly, a traveller arriving at a town on his first visit, sizes up the importance of that town at the moment he steps off the train. It is, therefore, most essential that this ancient and prosperous Border town should have a railway station fitting the importance of the locality served. It will be agreed that the necessity of having a modern station at Berwick has been apparent for many years past. The low, dark platforms of inadequate length for modern through East Coast trains, the ill-lit waiting rooms and other conveniences, the acute curves whereby passenger trains entering the station from either direction are compelled to travel at a greatly reduced speed, and the “back street” entrance to the present structure do not give the town the status it deserves. The proposed alterations, is gratifying to note, will dispense with many of these very serios disabilities. Platforms are to be lengthened, extra waiting rooms introduced, and the acute curves minimised to such an extent that non-stopping trains will be able to pass Berwick at a much greater speed. No notice, however, appears to have been taken of the present station entrance, and no proposals have apparently been made whereby the new station will have the imposing main street entrance so essential to a railway station of first-class importance. Those of us who have visited Alnwick cannot fail to have noted the splendid railway station at that town. No necessity to enquire the way to the station at Alnwick, and no unsightly hoardings reminding us that “Boxo” puts a man on his feet, and that “Crushem” salts makes grandad an athlete of no mean ability. It is, of course, agreed that the proposals of the Railway Company are admirable so far as utility in railway working is concerned. Local trains will, it is understood, be started from a suitable platform for that class of train, thereby obviating the present method whereby passengers for different trains are frequently seen threading their way along narrow platforms among innumerable fish and luggage barrows.

Berwick Railway Station early 1900s. © Berwick Record Office – BRO 1636-10-013

Utility, however, from the viewpoint of the Railway Company is quite a different matter to the utility of the residents of the town served by the railway station. Representation should be made urging the necessity of having an entrance to the new station direct from the top of Castlegate. The plan obtaining at the present moment appears to be, a front street entrance to cattle docks, and a back passage entrance for the passengers. This order of things should, of course, be reversed in the new station. Another sore point to the artistic eye at Berwick Station is the disorderly array of shacks and huts of all descriptions which, in many cases, obstruct what would be one of the most beautiful views in this country. Some months ago, the writer was in conversation with a gentleman who had arrived at Berwick Station from the South at 4am on a beautiful summer morning. Glancing westwards from the train in crossing the Royal Border Bridge the sight that met his eye was the most gorgeous it was possible to imagine, and it was made clear from the traveller’s remarks and in all his travels which, by the way, extended to many countries, he had never experienced the thrill which he experienced on glancing up the silvery Tweed that morning. Now, Mr Editor, except from passing trains, how many of us have been privileged to view this most wonderful landscape. The placid silvery Tweed at high-tide, the surrounding country one mass of colour, away in the West can be seen the Eildon Hills and Hume Castle, while to the South, Cheviot and Hedgehope Mountains stand grim and forbidding. All this grandeur is. However, unfortunately obscured to the visitors at Berwick Station by an array of shacks built near the end of the Royal Border Bridge. In the building of the new station, it would be gratifying to know that these unsightly little buildings were to be removed with a view of leaving an unobstructed view of the river Tweed and surrounding country from the end of the platforms.

Royal Border Bridge early 1990s. Ref: BRO 515 377

Another anomaly in the present arrangements is the system whereby the exit from the goods warehouse and coal sidings also serves as the ordinary passenger exit from the station to the town, but this would, of course, be obviated if the Castlegate entrance were adopted.

Another very urgent reform necessary in the building of the new station at Berwick is the necessity of affording sufficient room for the standage of cars and taxis at the station entrance. At present the cars are obliged to line up any old how as near to the station portico as circumstances will permit, with the result that the turning of a car or taxi while foot passengers are passing to and from the station is a hair-raising thrill for the spectators who view the feat from a safe point of vantage. This, Mr Editor, is an antiquated and obsolete arrangement, suitable no doubt for ancient horse-drawn vehicles, but quite up safe for the present means of road transport using the railway station premises. In the new station we should therefore insist that the entrance from the town be made sufficiently wide to accommodate the large number of vehicles which meet all the East Coast express trains. Another item of importance, although not directly connected with the actual structure of the station, is the complete absence of a Sunday passenger train from Berwick to stations North. Can you name another town of equal importance so served, Mr Editor? Surely if towns like Kelso, Alnwick, and Hexham are worthy of a Sunday service, then, in an even greater degree, must out town need a service.

Another matter the visitor to our railway station must surely notice is the absence of train destination indicator boards on the platforms. The system adopted at Berwick, of lusty-lunged individuals bawling the destination or next stop of the train is, to say the least, reminiscent of the small wayside stations, and misleading when more than one train occupies the platforms.

I hold that the inhabitants of Berwick, who are justly proud of their town, should have a say in the very important work that is about to be undertaken at Berwick Station. Let us make it clear that any make-shift will not meet with our approval, and that our ancient town, which is one of the most famous on the great East Coast route, is well worthy of a railway station harmonising with the natural grandeur of the famous Borders.

BERWICK NEWSPAPERS

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BERWICK JOURNAL, 28TH FEBRUARY 1924

LORD ARMSTRONG SELLS LIFE POLICIES

It is understood, says “London Express,” that the peer whose life policies, amounting to £320,000, were sold by auction on Thursday for £104,910, is Lord Armstrong, of Bamburgh and Cragside, North Northumberland. He is a great-nephew of famous founder of shipbuilding and armament firm of Armstrong, Whitworths, on Tyne, at Elswick, and he was at one time a director of the firm. Lord Armstrong resigned that position in Feb., 1908.

Lord Armstrong did not succeed his great uncle in the title, but he was heir. First Lord Armstrong left a fortune of the gross value of £1,399,946, and by his will he bequeathed all his real estate, household effects as heirlooms, and all live and dead stock to his great nephew (who was created Baron Armstrong in 1903), and his heirs entail. Residue of the estate, after payment of a number of bequests and annuities, was left in trust to his great nephew for life, with the remainder to his children. Present Lord Armstrong took active interest in a number of ventures that were unsuccessful. He also interested himself financially in a number of syndicates, including an early wireless telegraphy undertaking, a drug and drink cure enterprise, mining and oil scheme.

Permission to sell heirlooms was given by the Courts to Lord Armstrong in 1910. The pictures and drawings realised £29,032. Further interest in his financial affairs was aroused last year when he announced that he was closing Cragside, famous Northumberland estate of the family, and was going to live at “The Cottage,” formerly the residence of his estate agent in the grounds.

There was considerable speculation (says “Graphic”) as to ownership of insurance policies for sums amounting with bonuses to upwards of £320,000 “on the life of a nobleman born on May 3, 1863,” sold by auction by Messrs H.E. Foster and Cranfield, of Poultry, London, realising in all the sum of £104,910. It was stated this is the biggest block of policies on a single life that has ever been offered publicly in London.

“Who is the nobleman?” people were asking for, even in these days of heavy taxation, a transaction of this size was so unusual as to give rise to curiosity. The auctioneers had not disclosed his identity. “He is travelling abroad for his health,” was all the information they gave.

I am able to say the nobleman is Lord Armstrong, whose great uncle, first Lord Armstrong spent nearly a million on the restoration of historic Bamburgh Castle, rare pile formerly the home of Tom Forster and Dorothy Forster, of Jacobite fame, frowning from an eminence over North Sea. Cragside, too, is one of England’s show places. It is built on a site of surpassing loveliness and was regarded by the old shipbuilder as the masterpiece of his career. It was into this heritage that the 2nd Lord Armstrong entered some 23 years ago.

For many years Lord Armstrong has been the patron of good causes in London and the North of England. His generosity was proverbial. He heaped splendid benefactions on Durham College of Science at Newcastle, which was then rebuilt and re-named Armstrong College, and he gave £100,000 to Newcastle Infirmary. He also gave generously to London hospitals. Appeals for help, and for personal assistance, were seldom made to him in vain.

His son and heir, imbued with the same philanthropic desires as his father, astonished his friends early in life by becoming violently Socialistic. The last time I heard from him he was Vancouver Correspondent of “Montreal Star,” and he told me he was working 10 hours a day.

It was in Feb., 1923, announcement was made that Lord Armstrong of Cragside, and Bamburgh, had gone to live in a “cottage” in consequence of burden of present day taxation.

I have been much surprised (wrote Lord Armstrong at the time) at the exceptional interest aroused by my closing the Mansion-house at Cragside, and retiring to the smaller house in the grounds which was for some years occupied by my late steward.

For many other landowners have been compelled from motives of enforced economy to adopt a similar course- where indeed they have not been forced to take the more drastic and tragic alternative of selling their ancestral acres, and thus in many cases severing lifelong associations with a district hallowed to them by friendships and mutual goodwill and by cordial relations with all classes of their neighbours.

The reason for the step that I have taken may shortly be stated to arise from the desire “to make ends meet,” a not unworthy ambition, though apparently one less esteemed by governments and public than it was in the old days before the war. Among the causes that have led to this decision I may enumerate the following: –

  1. The very heavy income-tax which takes 9s 6d in the pound (last year it was 10s 6d) off my rent roll, though that remains the same as it was in pre-war days.
  2. The tithe that I pay now amounts to about 1s in the pound, which is more than 100 per cent. Increase on the pre-war amount.
  3. Estate wages, which before the war amounted to from 21s to 26s a week, with house and coal, now reach from 42s to 50s a week, with similar perquisites, in spite of which increase I believe that my estate staff is less well off now than formerly.
  4. All rates have largely increased.
  5. Increased management expenses.

These items, together with the great increase in the cost of the necessary upkeep of farms and cottages, absorb most of the income from my landed estates.

The, with reference to my personal estate, my income from industries, in which I am largely interested, has roughly decreased since the war by two-thirds, while interest on mortgages has increased by 1½ per cent., and in some cases 2 per cent. I am further mulcted by the injustice of having to pay super-tax on my insurance premiums.

I would further point out with all these reductions from my rent-roll that charges on the estate for pensions and allowances naturally remain the same. It is for these reasons that I have been compelled to forego the upkeep of a large domestic establishment such as a house the size of Cragside entails.

An aerial view of Cragside, near Rothbury, and its surrounding area. This picture was taken in 1910, From the high angle it shows the Coquet Valley, Coquetdale. This photograph is part of a larger collection taken by local commercial photographer John Worsnop. John Worsnop took over the Rothbury based family photographic business in 1874. NRO 01449/541

I am aware that a similar complaints have frequently been published before, though they seem to have fallen upon deaf ears if one can judge by the immense number of begging letters with which I have been inundated since I made this announcement.

These appeals come from all quarters of the British Isles and the Continent, and are of a varied description. Some ask for gifts and loans varying in amount from a few pounds to hundreds; others propose that I should join them in mercantile adventures; and I receive invitations to set up in life young couples anxious to enter the state of matrimony-all of which present a pitiful though curious phase in human psychology.

In conclusion, I should like to add that I can see but little hope for landowners and their dependants, or for the survival of those honourable traditions which have for so long been associated with land tenure in this country, unless in the near future we have a substantial reduction in the burden of taxation.

Failing this relief, estates will, of necessity, be constantly changing hands. Though many of the new owners will prove worthy successors to their predecessors, in the majority of cases the estates will fall into the hands of land speculators who will care nothing for the welfare of the people dwelling thereon, while their sole object will be personal gain, thus bringing blight and disaster on our countryside.

North Northumbrians will be interested to learn that a new but flourishing company has been founded in British Columbia by Capt. Hon. William Watson-Armstrong, son of Lord Armstrong, aim of which is importation of high grade British manufactured good, and also establishment of import and export business with Ceylon, India, and countries of the Orient. The concern, which is registered under name of Messrs William W. Armstrong and Co., 912, Birks Buildings, Vancouver, has agencies for several, British firms. For 2 years Capt. Armstrong was on staff of “Vancouver Sun.” With him in partnership is Mr A. O. Barratt, also a Northumbrian. Capt. Armstrong, who was born in Oct., 1892, is now 31, and was an Officer in 7th N.F. He gained a First Class in Part II. of Historical Tripos at Cambridge. His University career was most successful. Previously he was placed in 1st Division of 2nd Class of Inter-Collegiate Examination in History, and in Part I. of Historical Tripos. He won Bowen Prize of his College for Modern History.

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