William Holt

(1752-1817)

 
William Holt, the youngest son of John Holt and Martha (née Storm) was born 15 November 1752, with the midwife Katherine Manley in attendance[1]. He was baptized at the Flowergate English Presbyterian Chapel in Whitby on 2 January 1753. The Minister at the time was Isaac Barker, who is described by the Whitby historian Lionel Charlton as a gentleman that possessed all the simplicity of the primitive Christians. The Chapel survives, albeit in a rather delapidated state. However what is visible now is mainly the result of an extensive re-building carried out in 1812, though little seems to have changed since then.

Flowergate English Presbyterian Chapel

When William was born all his grandparents were already dead, but this was not unusual at that time. More unusual was the fact that his mother was to live to be 98, outliving many of her grandchildren, and dying only six years before William himself.

We know nothing of William's upbringing, but he would almost certainly have been given a "modern" education involving mathematics and navigation.  Charlton's Mathematical School in Whitby was famous at the time; it prepared Francis Gibson for sea in 1763 so effectively that during his first voyage he made a chart of the coast and harbour at Goldborough in New England[2]. It is possible that William was educated  there as well.

He also had practical training in seamanship and navigation on family ships, as we know from Muster Rolls. William, listed as a servant [ie an apprentice], sailed on Royal Briton on 9 April 1767, when he was fourteen. His brother John, who would have been 26, was both the owner and the master of this ship, and it is to him he would have been apprenticed. Royal Briton was engaged in the coal trade, and William remained on the crew, as a servant, until 12 November 1769, sailing between Whitby, London and South Shields. Unfortunately I have not been able to find a record yet of him in the Muster Rolls over the next two years, in which he presumable continued to sail as Seaman and/or Second Mate. He next appears as Master of Good Agreement on 8 April 1772, when he was nineteen. Then there is another gap of a year. On 1 April 1774, he sets sail as master of his own ship, Martha, which had probably been built for him as a twenty-first birthday present. His brother John had begun his career as master and owner of Royal Briton in 1762, when he was 21.

But William's father would have ensured that his son not only acquired the practical skills needed to follow a profitable line of business, but also the manners of a gentleman, as befitted the new status of the Holts. This would have involved learning how to avoid some of the social solecisms such as those of a person who eats with his knife to the great danger of his mouth, picks his teeth with his fork, and puts his spoon, which has been in his throat twenty times, into the dishes again[3]. For members of the rising mercantile classes, such as the Holts, it was almost as necessary to learn a genteel behaviour and polite manners as… to learn to speak, read or write[4].

In 1792 there were 50,800 measured tons of shipping owned in Whitby, putting it back as the port with the sixth largest tonnage in England (it had fallen to ninth in 1751). Though still a successful port, the pattern of trade was shifting in ways that would ultimately spell decline for Whitby. The East coast ports were rising in importance, Liverpool and Whitehaven had overtaken Whitby since 1709; and Scarborough and Yarmouth had both already fallen off in importance significantly since the beginning of the century. The figures are also deceptive, in that a lot of shipping was registered in Whitby which did not sail from Whitby: several of the Newcastle-London colliery ships, for example.

William’s ship Martha was a 315-ton barque, probably specially built for him and paid for by his father who named it after his wife. Martha was built in Whitby in 1773[5]. It is unlikely that William was the sole owner, and certainly the Whitby ships register transcripts of 1787 list him as being part owner with his brothers John and Thomas. Martha seems to have been mainly a collier sailing between London and Shields. Martha was still active in 1802 when she made a voyage with Thomas Hustler as captain, but she was ultimately lost at sea. In 1781 William owned (jointly with his brother-in-law Christopher Richardson) the three-masted 350-ton ship Otterington, which was built in Whitby that year; it was built with a forecastle, and measured 102 feet by 29. It is possible that William was the main owner of this ship, as she was named after the location of farming property owned by his father. It is also possible that she was built by the firm of Holt & Barker (John Holt & Joseph Barker) who is listed as a shipbuilding firm in Whitby in 1781[6]. In 1783 William was registered as a part owner (with John Coulson and Jonathan Lacy, whose niece William was later to marry) of the 303-ton Whitby-built barque Rachel which is recorded as being 100ft by 27ft[7]. In 1786 William owned (with William Watt, William Hustler, Charles Hodgson, James Watson and Jonathan Lacy) the 330-ton ship Rose. This ship was originally a French vessel called Lucia; she was captured in the West Indies by HMS Raby and condemned as a prize ship in February 1779 and no doubt given its new name for patriotic reasons. In 1789 it was sold on to a Newcastle owner. Rose was 89ft by 25ft, and had a square stern and poop. In 1791 William had a part-share in the 320-ton ship Sylph which was built that year by Reynolds and Co. The other co-owners were William Reynolds and Nathaniel Langborne, shipbuilder, (in trust for George Langborne, a minor). The Sylph was registered in London in 1791-2, which implies it had been sold by then.

William's father John Holt died in 1784, when William was about 31. Under the terms of his father's will he received a farm at North Otterington which his father had purchased of John Wade, who bought the same of the Duke of Northumberland. It is valued at £4,700. To ensure that all sons received inheritances of the same amount, William had to pay £3,500 back into the fund  to which is then added All the rest residue and remainder of my messuages Lands tenements, Hereditaments and Real Estate whatsoever and wheresoever. And also all my Ships Shipping and Parts and Shares of Ships, Money out at Interest and Securities for Money; And also the Residue and Remainder of my Personal estate and Effects whatsoever, wheresoever, and of what Nature of kind soever. This is then divided among John's six surviving children share and share alike. In addition William also received some silver plate. This inheritance clearly made William fairly affluent, as in 1789 he is described as a "gentleman", which means he no longer went to sea, but lived off the profits of his businesses.

Possibly William had been unable to think about marriage before he came into his inheritance, for financial reasons. It was usual for men to delay marrying until they could support their own establishment. Whatever the situation, in 1789, aged 36, William married Mary Lotherington, who was about fifteen years his junior, in Whitby parish church. Mary was the daughter of Thomas Lotherington (1723-1782), master mariner, and Katherine née Lacy (1731-1807), both Quakers. The allegations were signed on 29 August 1789; William taking the oath and signing, Katharine affirming (as a Quaker she did not swear on the Holy Evangelists) that she consented to the marriage as Mary was under 21. Katherine's signature is neat and formal. Katherine remained a Quaker all her life; but agreeing to the Anglican marriages of her son Lacy to Jane Campion in 1786 and her daughter Mary to William three years later would have been unacceptable to the Quaker community. The number of Quakers had been declining, mainly due to the rigorous nature of The Society of Friends, and the fact that they would eject members who infringed their rules and who did not repent. For affluent Quaker ship-owners there must have been a shortage of eligible partners. Katherine had certainly infringed their rules, and doing it twice would show a lack of repentance, and she was duly ejected from the Society. Katherine died, aged 75, on 24 June 1807. She was interred in the Quaker burial ground four days later, but is described as being Not in membership[8].

Young mentions the marriage customs in Whitby at about this time, but says there is scarcely anything peculiar about them. He records that the use of rich bride-cake is universal, slices commonly being sent on the wedding day to particular friends; sometimes small pieces are passed nine times through the bride's ring and given to young people as dreaming-bread. He adds: Among genteel families the bride receives morning calls from her friends for two or three days after the nuptials, and sits to receive company, together with the bridegroom, for 3 nights after their appearance at church. She afterwards returns the calls of her friends, attended by her bridesmaid. How many of these customs were observed by William and Mary is a matter for conjecture.

 We can only speculate on the nature of the household, but times were changing. The formality of earlier times was being replaced by a greater degree of companionship, tenderness and even love. Children were allowed more freedon, calling their parents ‘mama’ and ‘papa’  rather than ‘sir’ and ‘madam’. It became acceptable, indeed fashionable, for mothers, and fathers, to spend more time in active parenting. It is possible that the freedoms allowed within the family life of Mary and William would have shocked the notions of Joseph Holt, William's grandfather, with its laxness and familiarity (as in turn it may have shocked Albert Baines, his great-great grandson). Probably also Mary was less involved with William's business than Margaret had been with Joseph's; certainly in all classes of society the trend -as the century wore on- was to reinforce the pattern of man at work and woman at home, though there were exceptions like William’s sister Margaret.

Mary and William had nine children: John (baptised 14 December 1790), Thomas (baptised 14 March 1792, died at Martinico 3 July 1820, aged 28[9]), William (baptized 24 October 1793, died 28 March 1799, buried 31st), Joseph (baptized 1795), Martha (baptized 18 February 1797, buried 31 March 1799, aged 2), Catharine (baptized 3 November 1798), Henry (baptized 25 June 1800), Mary (baptized 12 August 1803) and Elizabeth Margaret (baptized 16 December 1805, died 28 March 1801, buried 31^st aged 7½).

Whitby was growing into quite a sophisticated town during the lifetime of William. The population had risen to about 10,000 by 1816, compared to about half that number in 1750. We learn of the repair of the road between Haggersgate and west pier and the placing of mooring posts along it, the commodious quay built between Haggersgate and west quay, the rebuilding of west quay, and the building of the Fish pier. All this encouraged trade, and made the town wealthier and smarter. We even learn that there was a coffee house in town, to which perhaps the merchants and master-mariners of the town repaired to do business, to gossip and to read the newspapers. No doubt William, described as a merchant in 1800, made useful business contacts there.

Merchants [were] frequently ships owners[10], which was the case with William. In this capacity further abilities are required, which presumably William had learnt fairly early on, namely: If the vessels or any part of them, are his own property, he should be acquainted with their value; the expense of first building and subsequent repairs; the wages given to the several officers and sailors who work them, and the best method of engaging them in his service.

In 1786 William owned (with "others") the 330-ton ship Rose. This ship was originally a French vessel called Lucia; it was captured in the West Indies by HMS Raby and condemned as a prize ship in February 1779 and no doubt given its new name for patriotic reasons. In 1789 it was sold on to a Newcastle owner. We know that the Rose was 89 by 25, and had a "square stern and poop".  In 1791 William had a part-share in the 320-ton ship Sylph which was built that year by Reynolds and Co. The other co-owners were William Reynolds and Nathaniel Langborne, shipbuilder, (in trust for George Langborne, a minor). The Sylph was registered in London in 1791-2, which implies it had been sold by then. In 1800 William shares the ownership of the 61-ton brig Dash with his brother-in-law Christopher Richardson, banker. Dash is sold to Sunderland in 1803 or shortly afterwards.

The Langbornes had taken over (from  Mr William Hustler) the shipyard  which had been built by William Simpson in about 1760 on the West side of the river. They were a well-established and prolific shipbuilding firm who continued to occupy this yard until 1837. In 1774 they had built Diligence, which was bought by the Government to accompany Resolution on Cook's third voyage, and which was renamed Discovery. By 1816 Messrs G J and N Langborne also had a part share in the Dock Company.

William Reynolds (the son of John Reynolds, one of the original four members of The Dock Company with John Holt), had married Elizabeth Skinner, William's first cousin (the daughter of Elizabeth Skinner, née Holt, who was the daughter of Joseph and Margaret). It is likely that Reynolds and Co (who are first recorded as building a ship in 1790) were working in the Dock Company's premises. In 1792 William Holt joined William Reynolds in a ship-building enterprise and together they are recorded as building the 119-ton brig Daphne in that year, presumably also in the Dock Company's yard. Daphne was owned by Holt and Reynolds, and is recorded as going on a voyage under the captaincy of W Reynolds in the Spring of 1802; she was registered in Sunderland in 1805, which presumably meant she had been sold. William Reynolds and William Holt built one other ship, the 103-ton single-masted sloop Cygnet in 1796, of which they were also the registered owners. Cygnet was altered to a brigantine with a second mast, and re-registered on 20 November 1799, still with William Holt and William Reynolds as the two joint owners. On 21 February 1800 Cygnet  was sold to John Beadnall, master mariner of Marske, and it was later to be lost at sea.

We hear nothing more of William Reynolds after 1796, by which time he was 36. Perhaps he died. Certainly from 1804 a new shipbuilding partnership comes on the scene: "Holts and Richardson". It seems likely that this partnership is made up of William Holt (described as a shipbuilder in 1805 and 1808), John Holt Junior and John Richardson, the brother of Christopher, who is described as a shipbuilder in 1807 (in the voters' list).

This partnership is more prolific than was that of William Holt and William Reynolds. In 1804 they build the 377-ton ship Majestic (for the Chapmans; the ship was burnt in 1808); the 80-ton schooner Acorn (Lost at sea in 1824); the 375-ton ship Doris (for Christopher Richardson. This ship -like many Whitby ships- was used as a transport ship during the Napoleonic Wars in 1814); and the 198-ton brig Orion which was also owned by the partnership. Orion was also used as a transport ship in 1814, and was later sold to London. In 1805 Holt and Richardson built the 296-ton three-masted ship Resource (97ft 3ins by 27ft 2.5ins) and the 182-ton brigantine Nautilus (owners not recorded). The following year saw the construction of the 120-ton brigantine Ark (which the partnership also owned. Ark went on a voyage under the captaincy of John Gales in 1807, but was sold on to Sunderland in 1808), and the 78-ton brigantine Active, whose part-owners included R Campion (presumably Robert Campion the son of Nathaniel Campion and Margaret, née Holt). Active was captured by the French in 1812. Only one vessel was built the following year: the 399-ton ship Leda, owned by John Richardson and Christopher Barker. Leda was 108ft 9ins by 29ft 5ins, and was used as a transport ship in 1814. The following year was more productive with the building of the 237-ton brig Royal Briton (owned by William Holt and John Campion Coates -also a shipbuilder. The ship was lost at sea in 1820), the 415-ton ship Hero (which was owned by the partnership. It too served as a transport ship in 1814, and was to survive to 1840 or shortly after when it was lost at sea), and the 116-ton schooner Zephyr (which was part-owned by William). 1809 saw the completion of the 364-ton Harmony. This was owned by John Holt (presumably William's brother), William Skinner (presumably John Holt's son-in-law) and John Campion Coates; after 1825 she was owned by a consortium that included various members of the Skinner and Walker families. Holt and Richardson built the 309-ton ship Monarch in 1810 which was owned by John Holt and William Skinner; they sold it on to Montrose in 1813. In 1811 two vessels were built: the 392-ton ship Regent (named for the Prince who was still popular at this time!) which was owned by John Holt Junior; and the 408-ton Cyrus (owned by Holt and Skinner) which was to serve as a transport in 1814. The 138-ton brigantine Eaglet is described as being built by Holts & Co in the Ship Register Transcripts, and is listed as being built in 1812. However, by that date the Holts and Richardson partnership had ended, to be replaced by Holt and Richardson, comprising John Holt Junior and Christopher Richardson. There is a report in the London Gazette of 10 October 1812 reporting the break-up of the Holts and Richardson partnership on 20 August 1811, with John Holt Junior continuing the business. The reason for William dropping out of the business can only be conjectured; but it seems likely that he had over-extended himself and was running into financial difficulties.

George Young tell us quite a lot about ship-building in Whitby. He writes: The skill of our shipbuilders and carpenters has long been generally acknowledged, and has brought much business to the town, and produced a great influx of property; especially during the first American War, and the last French War. No ships are better adapted for transports, and more servicable for general purposes, than those built at Whitby. In strength, beauty, and symmetry, our vessels are equalled by few, and, I may venture to say, excelled by none. He adds, perhaps a little ingenuously: This remark does not originate in partiality for my townsmen, but rests on the united testimony of respectable strangers from various parts, whose information, judgement and experience could not be questioned. Young also tells us In time of war, a great number of our ships, especially those of the greatest burden, have been employed in the transport service; certainly when the country was engaged in warfare the Royal Navy employed ships and sailors from the merchant marine, as well as press-ganging men in port. We have seen that of the ships built by Holts and Richardson, Doris, Cyrus, Orion and Hero (of which William Holt was a part-owner of the last two) were used as transport ships during the Napoleonic Wars in 1814. Active, also part owned by William, was a more direct casualty of war, being captured by the enemy in 1812. William was also a part-owner of the 393-ton Duncombe, built in 1812, by Holt & Richardson, which also was used as a transport in 1814.

William lived in Bagdale. Bagdale (along with parts of Scate Lane, Flowergate and Cliff Lane, all of Silver Street and Skinner Street) was a sought-after place to live as it was in the parish of Ruswarp where the poor-rate was half as much as it was in the parish of Whitby. Possibly William felt the benefit of this, as taxes had risen steeply, more than doubling between 1715 and 1803. 

In 1807 William Holt voted in the Yorkshire election; enfranchised on account of his freehold property in North Otterington. He voted for William Wilberforce and the Hon Henry Lascelles; politically therefore he was the same as his cousin Joseph and his nephew John (both of whom voted identically), but different from his brother John (who did not vote for Wilberforce). Wilberforce was very popular with the electorate of Yorkshire, and he was regularly returned to Parliament. William Holt would have had to travel to York to cast his votes, and interestingly, a description of that election at York in 1807 has survived in a letter by a contemporary: Boats are proceeding up the river [from Hull] heavily laden with voters, and hundreds are proceeding on foot...Another large body, chiefly of the middle class, from Wensley Dale, was met on the road by one of the Committee. "For what parties, gentlemen, do you come?" "Wilberforce to a man," was their leader's reply. On the Sunday the vast floor of the Minster was packed with the freeholders of three Ridings, and presented an impressive sight.

William made a will on 22 September 1817, describing himself as "gentleman". In it he ratifies certain Indentures of Lease and Release bearing date respectively the Eighteenth and Nineteenth  days of September instant and made or expressed to be made between me the said William Holt of the one part and Robert Campion of the Township of Ruswarpe aforesaid Esquire and William Skinner of the same Township Esquire of the other part Purporting to be a Conveyance of my Estates situate at North Ottrington and Eskdaleside in the County of York to them Upon Trust to Sell for the purpose of paying and discharging my Debts.

He leaves to his dear Wife Mary Holt all his Household Furniture Silver Plate China Linen and Implements of Household  for her to dispose of as she may think proper. The rest of his estate, comprising his Messuage or Dwellinghouse with the Stable Garden and Appurtenances to the same belonging situate in the town of Ruswarp aforesaid now in my own Occupation with all other the Residue of my said Real Estate...And also the Use Interest profits and produce of all my Ships and parts and Shares of Ships Money out at Interest and Residue of my Personal Estate and Effects of every Nature and kind soever is given to his wife for her use during her lifetime, and after that to his six surviving children: John, Thomas, Joseph, Henry, Catherine and Mary - to be divided amongst them share and share alike and with them as Tenants in Common and not Joint Tenants. The document is signed "Wm Holt" in a decidedly shaky hand, and is witnesses by Robert Preston, Jane Boulby and Thomas Chapman.

William was buried on 9 October 1817 in the parish churchyard, within three weeks of his signing his will. He was 64. He has an altar tomb, now  weathered and unidentifiable, but whose inscription has been transcribed. Although William had appointed his wife and four sons as executors; at the time of his death all his sons were at sea. Mary was consequently sworn in alone. The estate was valued at less than £5,000. Five thousand pounds was a considerable sum in those days; but William's being forced to sell the North Ottrington Farm and other property to pay his debts is rather ominous. The farm was valued at £4,700 in his father's will.

Mary survived William by some years, and is mentioned in an 1823 directory as a "gentlewoman" and "shipowner" living in Bagdale. She was not buried in Whitby, nor is she mentioned  (so far as the earlier transcribers could tell) of William's tombstone, which suggests she moved  elsewhere.