Weetman Pearson, 1st Viscount Cowdray

The Right Honourable The Viscount Cowdray GCVO PC
Pearson in 1897
President of the Air Board
In office 3 January 1917 – 26 November 1917
Monarch	George V
Prime Minister	David Lloyd George
Preceded by	The Earl Curzon of Kedleston
Succeeded by	The Lord Rothermere
Member of Parliament for Colchester
In office February 1895 – January 1910
Preceded by	Sir Herbert Naylor-Leyland, Bt
Succeeded by	Sir Laming Worthington-Evans, Bt
Personal details
Born	Weetman Dickinson Pearson 15 July 1856 Shelley, Kirkburton, West Yorkshire, England
Died	1 May 1927(1927-05-01) (aged 70)[1] Dunecht House, Aberdeenshire, Scotland
Political party	Liberal
Spouse	Annie Cass
Children	Harold Pearson, 2nd Viscount Cowdray Bernard Clive Pearson Francis Geoffrey Pearson Gertrude Denman, Baroness Denman
Occupation	Building contractor; politician
Known for	Engineering projects; oil companies; MP for Colchester; philanthropy

Weetman Dickinson Pearson, 1st Viscount Cowdray, GCVO, PC (15 July 1856 – 1 May 1927), known as Sir Weetman Pearson, Bt from 1894 to 1910 and as Lord Cowdray from 1910 to 1917, was an English industrialist, benefactor and Liberal politician. He built S. Pearson & Son from a Yorkshire contractor into an international builder and created the Mexican Eagle Petroleum Company, a leading early 20th century oil producer.^[3] After selling Mexican Eagle in 1919, he reorganised his interests around Whitehall Securities, purchased a stake in Lazard Brothers, and expanded into newspapers. This latter move set the course for the later Pearson group’s focus on publishing.^[4][5]

Pearson was born on 15 July 1856 at Shelley, Kirkburton, West Yorkshire, the son of George Pearson (died 1899), owner of the manufacturing and contracting firm S. Pearson & Son, by his wife Sarah Dickinson, daughter of Weetman Dickinson, of High Hoyland, South Yorkshire.^[6]

The family construction business S. Pearson & Son was founded in 1844 by his grandfather Samuel Pearson (1814–1884). Pearson took control in 1880 and moved the headquarters to London in 1884, expanding it from a Yorkshire contractor into a global civil-engineering firm.^[7] Through the 1880s the firm built capability and cash flow on municipal and dock works in Britain and Canada, including the Sheffield main sewer, Halifax dock works and Empress Dock at Southampton. By the early 1890s it ranked among the largest contractors in the world.^[8]

In London, the London County Council accepted S. Pearson & Son’s tender of £871,000 for the Blackwall Tunnel in late 1891; work began in 1892 and the Prince of Wales opened the tunnel on 22 May 1897.^[9][10]

Under LCC Engineer Alexander Binnie, the design used a Greathead-type tunnelling shield in compressed air with cast iron segment linings; at more than 6,000 ft (1,800 m) in length and 27 ft (8.2 m) external diameter it was then the largest subaqueous road tunnel attempted in Britain. The contractors’ engineer Ernest William Moir designed the shield and oversaw its use on site.^[10]

The project drew a wide supply chain and workforce: the iron lining was manufactured in Glasgow, granite for the portals came from Aberdeen, Italian labourers laid the asphalt roadway, and many of the foremen were recruited from Yorkshire, reflecting Pearson’s roots. On opening, Blackwall provided the only free Thames crossing between Tower Bridge and the Woolwich Ferry (a distance of nearly nine miles), easing road access to the East End docks and industry and setting a pattern later followed on LCC subaqueous works such as the Rotherhithe Tunnel and the Greenwich foot tunnel.^[10][9] It was also the first vehicular tunnel built under the Thames.^[11]

In 1898 S. Pearson & Son secured the Admiralty Harbour works at Dover, a scheme designed by Coode, Son & Matthews to create a deep-water refuge for the Royal Navy. The plan comprised a further 2,000 ft (610 m) extension of the Admiralty Pier, a new Eastern Arm of about 2,900 ft (880 m), and a detached Southern Breakwater of about 4,200 ft (1,300 m), enclosing roughly 610 acres (250 ha) for the Admiralty and a separate commercial harbour of about 68 acres (28 ha).^[12][13]

Construction used large mass-concrete blocks faced with granite, set from staging using heavy cranes, with foundations placed and keyed under water. Historic England notes the Eastern Arm’s blocks weighed between 26 and 42 tons and were built to the Coode, Son & Matthews design; contemporary accounts describe the use of Goliath and Titan cranes to lower the units into position.^{[14] [15]} Sections of the enclosing walls rose some 90 ft (27 m) from seabed to parapet.^[16][17]

The main works were carried out between 1898 and 1909, producing the harbour geometry that still defines Dover today. The Admiralty Harbour became an important naval anchorage and co-existed with expanded commercial facilities; administrative papers relating to tenders, extensions of time and arbitration survive in the S. Pearson & Son archive.^{[18][16][13][17]}

S. Pearson & Son took over construction of the deep-level Great Northern and City Railway between Moorgate and Finsbury Park; the tunnels were under construction by November 1901, and the line opened on 14 February 1904, with intermediate stations at Old Street, Essex Road, Highbury & Islington and Drayton Park.^[19][20][21] The company operated independently in its early years and was later acquired by the Metropolitan Railway in 1913.^[22] The route remains in passenger use today as the Northern City Line, a National Rail link owned by Network Rail and worked by Great Northern between Moorgate and Finsbury Park.^[23][24]

Blackwall’s record helped Pearson secure the East River Tunnels for the Pennsylvania Railroad in New York. The construction used the same shield tunnelling technique used for Blackwall.^[25] The work formed the East River Division of the New York Tunnel Extension. As the railroad’s chief engineer Alfred Noble recorded, S. Pearson & Son “was the only bidder having such an experience and record in work in any way similar to the East River tunnels” and had “built the Blackwall tunnel within the estimates of cost”. The railroad signed on 7 July 1904 with S. Pearson & Son, Incorporated, a New York corporation formed to carry out the contract.^[25]

The four single-track tubes opened with Pennsylvania Station in 1910 and remain in intensive use today for Long Island Rail Road and Amtrak services as part of the Northeast Corridor, “the busiest passenger rail line in the United States”. They carry more than 450 Amtrak, LIRR and NJ Transit trains each day.^[26]

Mexico became S. Pearson & Son’s largest theatre of operations before the First World War. From 1889 the firm won a sequence of major federal contracts under Porfirio Díaz that ranged from metropolitan drainage to railway rebuilding and new deep-water ports on the Isthmus of Tehuantepec. Historians note that Díaz and his ministers looked to a British contractor both to balance U.S. influence and to signal reliability to London capital markets, helping to mobilise overseas finance for Mexican public works.^[27]

The Gran Canal del Desagüe was the firm’s first major Mexican award (1889) and formed part of the long-running and historic drainage of the Valley of Mexico. Pearson’s engineers executed large-scale cuttings, culverts and pumping installations to move floodwater and sewage out of the Valley of Mexico towards outfalls beyond Mexico City. The canal was inaugurated by Díaz in 1900 and has been described by contemporaries and later scholars as one of the emblematic achievements of Porfirian modernity, establishing Pearson’s reputation for managing complex, multi-year works with imported plant and a large workforce.^[28][29] The total value for the contract was £2 million.^[30]

Pearson's next project was the Tehuantepec National Railway, the trans-isthmian line linking Coatzacoalcos on the Gulf to Salina Cruz on the Pacific. Awarded at the end of the 1890s, the programme involved relaying and regrading the 309 km route, renewing bridges and alignments, and constructing supporting depots and workshops. The modernised line formed the land spine of a state-backed interoceanic route and was brought into service alongside new port facilities in 1907.^[28][31] The total value of the contract was £2.5 million.^[30]

In parallel, S. Pearson & Son constructed deep-water ports at Coatzacoalcos and Salina Cruz, inaugurated in 1907. The works combined heavy dredging, long breakwaters and wharves to create sheltered harbours able to turn ocean-going traffic from both oceans.^[28]

The firm also executed major works in the state and port of Veracruz. In 1895 the federal government awarded S. Pearson & Son the modernisation of the harbour, a multi-year programme that followed earlier breakwater construction and introduced dredged channels, protective works and expanded berthing.^[32] The harbour contract ran to 1903 at a value of £3 million.^[30] Pearson also undertook a companion drainage scheme for the city, 1901 to 1903, contracted by the state government and valued at £400,000.^[30]

In 1922, S. Pearson & Son was one of six British firms invited to tender to complete Sudan's Sennar Dam and connecting canals. Pearson won the contract to complete the dam by July 1925.^[33] Oswald Longstaff Prowde was resident engineer and John Watson Gibson was site agent.^[34] Work began in December 1922 and the dam was finished in May 1925.^[34]

In 1901, during one journey to Mexico, Pearson missed a rail connection in Laredo, Texas, where the town was “wild with the oil craze” after the discovery at Spindletop. That night he investigated reports of natural oil seepages in Mexico and decided to acquire oil prospects that could fuel the Tehuantepec line.^[35]

Pearson invested ahead of production in refining and transport from 1905, including Mexico’s first refinery at Minatitlán in 1906.^[36] Early test drilling brought little success. In June 1908 a large strike burned for weeks and destroyed the field. Pearson later reflected: “I entered lightly into the enterprise, not realising its many problems... Now I know that it would have been wise to surround myself with proved oil men.”^[37]

Pearson incorporated the Compañía Mexicana de Petróleo “El Águila” on 31 August 1908; in 1909 the company absorbed S. Pearson & Son’s oil properties and operating assets, consolidating lands, wells, refining and transport under a dedicated vehicle.^[38][39]

Pearson strengthened exploration by hiring the young American geologist Everette Lee DeGolyer in 1909 to lead geological work for Mexican Eagle. Drilling moved to an area between Veracruz and Tampico and Potrero del Llano No. 4 well was completed in December 1910, which became one of the era’s most publicised gushers, “flowing over 100,000 bbls. of oil a day into the air.”^[40] Over its life the Potrero del Llano No. 4 well yielded more than 100 million barrels of oil.^[37]

Contemporary and later accounts credit DeGolyer with choosing the site for the Potrero del Llano No. 4 well.^[41] However, later scholarship qualifies how much personal credit he should receive for Potrero No. 4, noting that “the geological assessment at Potrero del Llano contributed in only a limited way to the successful location of well #4.” ^[42]

The Mexican Revolution from 1910 disrupted politics but output grew nonetheless. By 1914 the Pearson group held concessions over roughly 1.5 million acres, operated about 175 miles of pipeline, maintained storage for 7 million barrels and, with a new plant at Tampico, ran two major refineries.^[37] In the same year Mexican Eagle accounted for about 60 percent of national output.^[43]

Pearson declined approaches from the Texas Company in 1911, Royal Dutch Shell in 1912–1913 and Standard Oil of New Jersey in 1913 and 1916; the British government later restricted transfers in 1917 for wartime reasons.^[37] He also founded the Anglo-Mexican Petroleum Company in 1912 to market outside Mexico.^[37]

To carry El Águila export cargoes, Pearson founded the Eagle Oil Transport Company in early 1912 to build and operate a dedicated tanker fleet. Contemporary reports announced a plan to form a five-million-dollar line to “build [a] fleet to carry Mexican oil products”; orders followed for modern steam tankers from British yards to integrate production, storage and ocean transport with the group’s ports at Coatzacoalcos and Tampico.^[44][37] During the First World War many Eagle tankers were taken up for Admiralty service, and several were lost to mines and submarines, including SS San Wilfrido, sunk by a German mine near Cuxhaven on 3 August 1914 (one day before Britain entered the war), which contemporary summaries list among the earliest British merchant-ship losses connected with the conflict. ^[45] The company later used the name Eagle Oil and Shipping Company.^[46]

Pearson’s own view of management was unapologetically directive. One of Pearson's maxims was “No business can be a permanent success unless its head be an autocrat… the more disguised by the silken glove the better.”^[47] During the revolution, management was required to continually bargain with military factions, and have been described as “veritable diplomats” who kept pipelines moving and the refineries guarded with the assistance of the Royal Navy.^[48] For administrative and professional staff in the capital, the firm used an early multifamily complex in La Condesa, Mexico City, known as the Edificios Condesa (built in 1911 with 216 apartments).^[49] Labour relations did periodically break down, including around Tampico in 1915–1916, with Pearson's companies facing strikes; demands reported at the time included a 25% pay increase and that strikers not face dismissal, and four strike leaders were subsequently jailed.^[50]

Wartime controls under the Defence of the Realm Acts blocked any transfer of Pearson’s oil interests in 1917; talks resumed after the Armistice. In October 1918 Calouste Gulbenkian proposed that the Shell group should acquire a stake large enough to secure managerial control, while leaving Pearson with a residual holding “of small moment,” which would “leave Lord Cowdray with a perfect peace of mind”.^[51]

A contract signed in March 1919 gave Royal Dutch-Shell 35 per cent of the ordinary capital of Mexican Eagle Petroleum Company and 50 per cent of Anglo-Mexican Petroleum Company for £7.7 million, together with the right to nominate sufficient directors to control both boards for twenty-one years.^[52] An option to buy a further 125,000 Mexican Eagle Petroleum Company shares was exercised in January 1920, after which Royal Dutch-Shell and S. Pearson & Son each held about 600,000 shares.^[53] Pearson’s private correspondence recorded regret at the sale. Writing to Sir John Cadman on 27 March 1919, he expressed “great regret” at having “to dispose of the bulk of my interest in El Águila'’,” arguing that official policy had prevented an all-British solution.^[53][54] In explaining why the government refused to buy into an all-British solution, Sir John Cadman told Pearson that the proposal had been considered “very carefully and sympathetically,” but that it would have been “most undesirable to invest a large sum of Government money in Mexico, primarily on account of the political conditions in that country but also because of the exception which would have been taken to such a step by the United States”.^[52]

El Águila remained prominent until 18 March 1938, when President Lázaro Cárdenas nationalised foreign oil assets to form Pemex.^[55]

During the First World War S. Pearson & Son undertook government “war works”, including construction at HM Factory, Gretna, and facilities for tank assembly at Châteauroux.^[56] On 3 January 1917 Pearson was appointed (unpaid) President of the Air Board in David Lloyd George’s administration, tasked with coordinating the needs of the Royal Flying Corps and Royal Naval Air Service and advising on aircraft supply and policy.^[57] Public pressure after the first large daylight Gotha raid on London on 13 June 1917 (162 killed; 432 injured) accelerated calls for reform.^[58] General Jan Smuts’s report to the War Cabinet (17 August 1917) recommended a separate air service and a ministry to direct it; the Air Force Bill received Royal Assent on 29 November and the Air Ministry followed on 2 January 1918.^[59] Pearson’s tenure ended when the Air Board was superseded on 26 November 1917; peers recorded appreciation for his service upon his departure.^[60]

Between 1919 and 1922 Pearson reorganised his post-El Águila interests around a City finance and holding structure. As one account put it, he “restructured his various businesses, ‘transforming his organization into a great Investment Trust controlling and directing numerous enterprises at home and abroad.’”^[5]: 141 In 1919 the group created Whitehall Trust Ltd. as a finance and issuing house with Sir Robert Kindersley as chairman, and designated Whitehall Securities Corporation Ltd. (formed 1907) as the holding company for non-construction assets.^[61][8]

By the end of Pearson’s life the group had been reshaped around investment and publishing alongside residual petroleum and utility interests. The construction arm was wound down in the late 1920s, marking a pivot toward finance and media under his successors.^[62]

In 1906, Pearson had founded the Anglo-Mexican Electric Company Ltd to supply electricity to the tramway of Veracruz. In 1920, Pearson acquired electricity assets in Chile; Whitehall Electric Investments Ltd. was organised to hold these stakes. They were sold to American & Foreign Power in 1929 for £2.7 million.^[63]

Whitehall Petroleum Corporation Ltd. was formed in 1919 to manage residual oil interests and seek new prospects following the sale of Mexican Eagle.^[64] Pearson’s post-1919 entry into the United States took the form of the Amerada Corporation, organised in 1919; its principal operating subsidiary, Amerada Petroleum Corporation, was incorporated in 1920.^[65][66] Its first president was Everette Lee DeGolyer, formerly chief geologist at Mexican Eagle.^[67][68] Amerada later combined with Hess Oil & Chemical in 1969 to form Amerada Hess Corporation, the forerunner of today’s Hess Corporation.^[69]

Seeking a permanent City foothold, in 1920 S. Pearson & Son purchased 40 per cent of Lazard Brothers & Co. from the French partners, taking English ownership of the London accepting house to 53 per cent and aligning Lazard with the group’s issuing activity.^[4] A Bank of England–supervised rescue in 1931 increased the family holding to about 80 per cent, an episode carried through by his successors.^[70]

Pearson also expanded in newspapers: he first invested in The Westminster Gazette in 1908 as part of a Liberal syndicate led by Alfred Mond and Sir John Brunner, then assumed full control after the war and relaunched the paper as a national morning title on 5 November 1921. Despite a circulation boost the paper made continued losses and ceased on 31 January 1928, merging the next day with the Daily News as the Daily News and Westminster Gazette. Around the Gazette he consolidated provincial titles that became the nucleus of Westminster Press, laying groundwork for the organisation’s later publishing focus.^[71] d ===Coal===— In heavy industry, Pearson partnered with Dorman Long in 1922 to develop the Kent coalfield through Pearson & Dorman Long Ltd. The scheme aimed at a coal–iron–steel base in east Kent but met labour and geological difficulties: Snowdown Colliery was modernised from 1924, and sinking at the Betteshanger Colliery began in 1924 to secure high-temperature coal suitable for steelmaking. Miners’ housing was provided at Aylesham via a public-utility society—Aylesham Tenants Ltd—established with Eastry Rural District Council in 1926 for an initial programme of about 1,200 homes; Kent County Council joined in 1927.^{[72][73][74][75]}

Pearson was created a Baronet, of Paddockhurst, in the Parish of Worth, in the County of Sussex, and of Airlie Gardens, in the Parish of St Mary Abbots, Kensington, in the County of London, in 1894.^[76] He was first elected Liberal Member of Parliament for Colchester at a by-election in February 1895.^[77] He held the seat at the 1895 general election and retained it until 1910,^[78] when he was raised to the peerage as Baron Cowdray, of Midhurst in the County of Sussex.^[79] In January 1917 he was sworn of the Privy Council^[80] and made Viscount Cowdray, of Cowdray in the County of Sussex.^[81] He served as President of the Air Board in 1917 (see War work and the Air Board).^[82]

Pearson’s business commitments in Mexico shaped his public identity. During and after his tenure as Liberal MP for Colchester (1895–1910) he was frequently dubbed the “Member for Mexico”, a phrase biographers and historians have used to reflect the centrality of his Mexican contracting and oil interests and his extended periods abroad.^[83][84]

His own public statements outlined a reformist, paternalist view of industrial relations. In a 1920 address as Rector of the University of Aberdeen he argued that an “ideal wage” should keep workers “in health and efficiency, with a margin for recreation and saving”, and proposed a mix of guaranteed minimum pay, piecework with a minimum, profit-sharing bonuses, national unemployment insurance, and worker participation in management; he also supported public control (ownership where necessary) of natural monopolies.^[85] In the same period he styled himself a “day-by-day worker” and referred to his personal motto “Do it with thy might”, a phrase also carved at Cowdray Park.^[86][87]

Contemporary obituaries emphasised his organisational ability and public service, describing him as a “great captain of industry”.^[88]

Cowdray and his wife, Annie Pearson, Viscountess Cowdray (née Cass), were major benefactors of education, health and nursing. Lady Cowdray was closely identified with the professionalisation of British nursing and was widely described as the “fairy godmother of nursing”.^[89]

In 1920, Lady Cowdray bought 20 Cavendish Square for the Royal College of Nursing (RCN) and in 1921–22 funded rebuilding along Henrietta Street to create expanded headquarters; in 1922 she founded the adjacent British Cowdray Club (originally named the Nation’s Nurses and Professional Women’s Club).^[90][91] The RCN’s main assembly space, Cowdray Hall, continues to commemorate the family; the hall retains stained glass by Dudley Forsyth and a carved Cowdray coat of arms.^[92]

In Mexico City the couple financed the Cowdray Sanatorium (later the “English Hospital”), which opened in 1923 and ultimately formed part of the American British Cowdray (ABC) Medical Center; contemporary accounts record a pledge of around one million gold pesos.^[93][94] The commemoration continues in the hospital’s Torre de Cuidados Críticos y Quirúrgicos Annie Cass (Annie Cass Surgical and Critical Care Tower) at the Observatorio campus, opened in the late 2010s.^[95][96]

Pearson made large personal donations in Britain during and after the First World War. In October 1918 he gave £100,000 to establish the Royal Air Force Club, subsequently acquiring premises at 128 Piccadilly and 6 Park Lane for the Club; he also contributed to the RAF Memorial Fund.^[97] Further gifts included £50,000 to the League of Nations Union and £10,000 to University College London, noted in contemporary obituaries.^[88]

In higher education he endowed Spanish studies at the University of Leeds in 1916, creating the Cowdray Professorship and a programme to deepen Anglo–Mexican academic links; Lady Cowdray’s later gifts supported nursing scholarships administered through the College and its charitable successors.^[98][99][89]

In Aberdeen, Lady Cowdray funded the creation of the Cowdray Hall as a daytime concert venue adjoining the Aberdeen Art Gallery; it was opened by George V and Queen Mary on 25 September 1925 “with a view to encouraging the taste for art and music”.^[100][101] Contemporary obituaries also recorded “many benefactions” by the Cowdrays to Aberdeen’s public institutions and noted that the city had arranged to confer the freedom of the city upon Pearson shortly before his death.^[102]

Lord Cowdray married Annie Cass. They had four children:^[103]

• Weetman Harold Miller Pearson, 2nd Viscount Cowdray
• Hon. Bernard Clive Pearson (12 August 1887 – 22 July 1965), later chairman of S. Pearson & Son and a backer of British civil aviation in the 1930s.^[104]
• Hon. Francis Geoffrey Pearson (23 August 1891 – 6 September 1914), who on 6 August 1909 married Ethel Elizabeth Lewis. At the start of World War I he served as a motorcycle courier with the BEF and died after capture near Varreddes during the German advance on Paris; he is buried at Montreuil-aux-Lions British Cemetery.^[105] Reports at the time alleged he was treated with brutality by his captors, directly causing his death; Arthur Conan Doyle referred to him as “the gallant motor-cyclist, Pearson” in the 1914 essay “A Policy of Murder.”^[106]
• Gertrude Mary Pearson (GBE), who married Thomas Denman, 3rd Baron Denman, later Governor-General of Australia.^[107]

Lord Cowdray died in his sleep at Dunecht House, Aberdeenshire, on 1 May 1927, aged 70.^[88] He was succeeded by his eldest son Weetman Harold Miller Pearson, 2nd Viscount Cowdray.^[108]

By 1919 the Pearson group ranked as the largest British enterprise by stock-market value. A contemporaneous reconstruction places the “Pearson Group” at about £79 million, ahead of Burmah Oil, J. & P. Coats, Anglo-Persian Oil Company and Lever Brothers.^{[109][110][111]} Pearson’s personal estate proved at death in 1927 was reported at about £4 million.^[88]

After Pearson’s death in May 1927, his successors navigated a Bank of England–supervised rescue of Lazard Brothers in 1931; as part of the arrangements the Pearson family’s holding in the London house rose to about 80 per cent.^[112] Under Bernard Clive Pearson in the 1930s, Whitehall Securities became a leading investor in civil aviation, backing the consolidation that produced British Airways Ltd in 1935 and investing in associated suppliers.^[113] Pearson plc exited banking through two 1999–2000 transactions, agreeing the sale of its Lazard interests in June 1999 for £410 million and completing the disposal on 3 March 2000 for total proceeds of £436 million, including dividends.^[114][115]

In 2019 the Government of Mexico created the Interoceanic Corridor of the Isthmus of Tehuantepec (CIIT) by decree, to rehabilitate and integrate the railway and ports between Salina Cruz and Coatzacoalcos—infrastructure first developed at scale by Pearson’s organisation in the early 20th century. The first rehabilitated freight line between the two ports was inaugurated in December 2023, linking a new logistics corridor to Pearson-era routes and is now known as Line Z (Tren Interoceánico).^[116]

In the 21st century Pearson plc refocused on education, disposing of major media holdings to concentrate on digital learning: it agreed the sale of the FT Group to Nikkei for £844 million (July 2015), sold its 50% stake in The Economist Group for £469 million (October 2015), and completed the sale of its remaining 25% of Penguin Random House to Bertelsmann (announced December 2019; completed April 2020).^{[117][118][119][120]}

Pearson channelled part of his wealth into country-house projects and conservation. He purchased Cowdray Park in 1909 and sponsored stabilisation and archaeological work on the nearby Tudor Cowdray Ruins before the First World War.^[2][121] In Scotland he leased Dunecht House from 1907 and purchased it in 1912, commissioning Sir Aston Webb to carry out major extensions and terraces between 1913 and 1920.^[122] He also owned Paddockhurst in Sussex (later Worth Abbey and Worth School), reflected in the territorial designation of his 1894 baronetcy; the estate saw significant Edwardian alterations under his ownership.^[123]

Coat of arms of Weetman Pearson, 1st Viscount Cowdray

Crest In front of a Demi Gryphon Gules holding between its claws a Millstone proper thereon Mill-Rind Sable a Sun in Splendour Escutcheon Per fess indented Gules and Or in chief two Suns in Splendour and in base a Demi-Gryphon couped all counterchanged Supporters Dexter: a Diver holding in his exterior hand his Helmet all proper; Sinister: a Mexican peon also proper Motto Do It With Thy Might[87]

• Garner, Paul (2011). British Lions and Mexican Eagles: Business, Politics, and Empire in the Career of Weetman Pearson in Mexico, 1889–1919. Stanford, California: Stanford University Press. ISBN 9780804774451.
• Middlemas, Keith. The Master Builders: Thomas Brassey, Sir John Aird, Lord Cowdray, Sir John Norton-Griffiths. London: Hutchinson, 1964.
• Spender, J. A. Weetman Pearson: First Viscount Cowdray. London: Cassell, 1930.
• Young, Desmond. Member for Mexico: Biography of Weetman Pearson, First Viscount Cowdray. London: Cassell, 1966.

Wikimedia Commons has media related to Weetman Pearson, 1st Viscount Cowdray.

• Hansard 1803–2005: contributions in Parliament by the Viscount Cowdray
• Weetman Dickinson Pearson at Grace's Guide to British Industrial History
• Weetman Dickinson Pearson at the National Portrait Gallery