1840 Group In An Outdoor Setting, French. Two men in top hats. Modes de Longchamps’. Men’s outfits, a woman’s riding habit and a small boy, all tailored by Robin of 21 Rue Saint Marc, Paris. via Le Bon Ton. via Victoria and Albert Museum, London, UK. collections.vam.ac.uk.
1788 Armchair or bergère en cabriolet. Part of a set by Jean-Baptiste-Claude Sené (French, 1748–1803). Made for Marie Antoinette, Queen of France, for her Cabinet de Toilette in Palace of Saint-Cloud, France. Carved, painted and gilded walnut; modern cotton twill embroidered in silk. Made for Marie-Antoinette’s dressing room at the château de Saint Cloud. The queen’s initials are carved on the top rail.
The Palace of St. Cloud belongs to the Duke of Orleans, is situated on the declivity of a mountain washed by the Seine. . . . The view from the house is delightful. By Harry Peckham, A Tour through Holland and Part of France
Louis XVI purchased the country residence of the duc d’Orléans a few miles west of Paris for Marie-Antoinette in 1785. Being in need of renovation, the palace was enlarged and altered for the queen, and many pieces of furniture were commissioned from Jean-Baptiste-Claude Sené. A member of an important dynasty of Parisian chairmakers, Sené had been appointed menuisier to the Crown in 1784.
A 1788 description of this set, four matching armchairs and a stool, shows that it was for one of Marie-Antoinette’s private rooms at Saint-Cloud, her Cabinet Particulier. Frame of the daybed embellished with carving of ivy and garlands of roses, ionic capitals on the short legs and Egyptian female half-figures on tapering supports. These figures express the queen’s taste for ornaments from ancient Egyptian art, well before Napoléon’s North African campaign made it fashionable. The bergère, or armchairs, has a medallion on top with Marie-Antoinette’s initials framed by myrtle branches and roses. The matching screen has classical female figures on its feet and top rail.
The 1789 inventory of Saint-Cloud records the entire suite in the queen’s Cabinet de Toilette, or dressing room. The set is upholstered in white cotton twill, embroidered with a small floral ornament in silk. Known to have worked on needlepoint projects all her life, Marie-Antoinette did the embroidery herself. The colorful floral embroidery on the light cotton ground conveys a sense of summer, the season Marie-Antoinette preferred to spend at Saint-Cloud. via Epigraph. Peckham 1788, p. 199.
Captain Belling cleared his throat and turned to face Lady Melton. “I owe you an apology for not personally seeing to your comfort. I’ve not been at my most amicable recently. Our evacuation plans have changed five times in the past three days, because each messenger has brought worse news about conditions of the roads. Wellesley probably pictured us rounding up a fleet of comfortable carriages to transport the wounded to the coast, after which boats would magically whisk us across the Channel until, within a few days, the wounded would be under the care of a staff of competent physicians. Apparently, the first and largest batches of wounded soldiers managed that scenario and are, I hope, being loaded into the boats as we speak. Word is that the second group ran afoul of deserters on three separate occasions.”
“British or French?”
He shrugged. “Who knows? Men probably went rogue from many forces as soon as the battle turned and we became the winners. Napoleon was so confident of victory that he didn’t plan for retreat. So, retreating regiments were bottlenecked at the bridge at Sambre and soldiers ran away, rather than die during the chaos. Disenchanted soldiers from every country meet, form alliances, and will then kill without compunction, to stay free, or to appease their hunger for food and women. And every day, more will be on the roads.” When she stiffened, he said, “Don’t worry. Our messengers reported where they’d seen large groups, and we’ll avoid those roads.” She sat still as a statue and listened. “I’d like to get to London without killing anyone else, because I’m tired of the fighting, tired of wars.”
She shuffled a few inches back towards him and laid her hand on his knee. “I’m sorry that I’ve added to your problems.”
Ordinary people began to celebrate Easter by sending postcards as gifts. At first, mainly religious pictures appeared on postcards. Then postcards images became more about real life and people. In the early 1900s, postcards became more fanciful and pretty for young children. Religious images were gradually replaced by images that children could understand and relate to about Easter.
Postcards then concentrated on images of chickens and eggs, symbolic of birth and rebirth such as chickens emerging from cracked shells as Christ emerged from the tomb. Children were then added to the images so cards became for something for the whole family. Children with chickens and eggs became very popular on postcards. Bunny rabbits became associated with Easter and children could relate to these as it fitted with their idea of the Easter bunny.
Ellen Clapsaddle (1865 – 1934). An American illustrator from the late 19th and early 20th centuries and recognized as the most prolific postcard and greeting card artist of her time. Her greatest success was single-faced cards that could be kept as souvenirs or mailed as postcards. These cards were highly prized particularly during the peak of the golden age of souvenir postcards from 1898 to 1915. She is credited with over 1000 designs in post cards and souvenir cards. Cards in the mid 1900s were created to send personal Easter messages to loved ones such as mothers and fathers, grandparents, aunts and uncles and siblings. Artists from around the world began creating beautiful cards to share at Easter.
Jenny Eugenia Nyström (1854 – 1946) was a Swedish painter and illustrator who illustrated Easter postcards for, and about, children and happy ideas, especially European subjects.Jenny Nystrom (1884-1946)
Jenny Nystrom (1884-1946) Vintage Easter Cards. Jenny Eugenia Nyström (1854 – 1946) was a Swedish painter and illustrator who illustrated Easter postcards for, and about, children and happy images.
1897 The Imperial Coronation Egg With A Surprise.Made By Mikhail Pushkin. Presented by Emperor Nicholas II to his wife Empress Alexandra Feodorovna as memento of entry to Moscow on May 26th, the day of the Coronation, in Uspensky Cathedral. Gold embellished with translucent yellow guilloché enamel.
Many Russian Easters were celebrated with Imperial monogramed eggs as the royals were very involved with both the religious celebrations of Easter and the family traditions. Fabergé eggs were jeweled eggs created by Peter Carl Fabergé and his company in Russia from 1885 to 1917. The most famous of the eggs are the ones made for the Russian Tsars, Alexander III and Nicholas II, as Easter gifts for their wives and mothers, often called the ‘Imperial’ Fabergé eggs. The House of Fabergé made about 50 eggs and 43 have survived. Another two were planned for Easter 1918, but because of the Russian Revolution were not delivered. After the Revolution, the Fabergé family left Russia and the Fabergé trademark has been sold several times since then. Several companies have sold Easter egg merchandise using the Fabergé name. The trademark is now owned by Fabergé Limited, which makes egg-themed jewelry.
For many centuries, road travel was the main way of getting from place to place, but roads were notoriously rutted and badly maintained, especially in Britain. The Romans laid down the roads but they very poorly maintained through the 17th and 18th Centuries. It wasn’t until the 19th Century that improvements were made and rose travel opened up.
Roman Road Construction. Roman roads were constructed in layers. Rubble, slabs of stone, pebbles and gravel, smooth paving stones. Average width of road was 15 to 18 feet.
The dreadful condition of British roads caused great apprehension to all classes of travelers. Making a journey anywhere in the country was a big undertaking and often a gentleman composed his last will and testament before his departure. Traveling in vehicles was only possible during the day or on the nights with very bright moonlight with few vehicles attempting road travel in winter and any travel on a Sunday was frowned upon.
From: 1815 Journal of Tour of Great Britain by a French Tourist via Google Books (PD-180) ‘The roads very narrow, crooked, and dirty, continually up and down. The horses we get are by no means good, and draw us with difficulty at the rate of five miles an hour. We change carriages as well as horses at every post house. They are on four wheels, light and easy, and large enough for three persons. The post boy sits on a cross bar of wood between the front springs, or rather rests against it. This is safer, and more convenient both for men and horse, but does not look well and, as far as we have seen, English post horses and postillions do not seem to deserve their reputation.’
If you’ve read Jane Austen you’ll know that it was improper for a woman to travel alone, which meant that well-bred women were dependent on male relations to accompany them or else they had to take a maid in the carriage with her and be accompanied by a driver and footmen, which of course added to the cost of carriage travel. Any woman traveling by herself on a mail coach would be subject to speculation and probably malicious gossip.
Mail coaches raced across these roads trying to stick to a time table but there were numerous accidents on roads that were often flooded, covered in snow, or up such steep hills that passengers had to alight and either push the coach or walk ups the hill.
1790 Turnpike Gates In The Vicinity Of London, U.K.
Tolls were collected on many roads in Britain but, because the turnpikes were mainly on land belonging to the nobility, money collected went into their personal coffers and very little went to road maintenance. This caused a continual push in parliament to make those who owned the land and collected the money responsible for repairing their roads, but these pleas fell on deaf ears as the lords in who sat in parliament had no interest in spending money to better travel for the common people.
Description of Stage Coach Travel in England. via 1815 Journal Tour of Great Britain.
“The gentlemen-coachmen, with half-a dozen great coats about them,—immense capes,—a large nosegay at the button-hole,—high mounted on an elevated seat,—with squared elbows,—a prodigious whip, beautiful horses, four in hand, drive in a file to Salthill, a place about twenty miles from London, and return, stopping in the way at the several public-houses and gin-shops where stage-coachmen are in the habit of stopping for a dram, and for parcels and passengers on the top of the others as many as seventeen persons. These carriages are not suspended, but rest on steel springs, of a flattened oval shape, less easy than the old mode of leathern braces on springs. Some of these stage coaches carry their baggage below the level of the axletree.”
1825 Observations on the Management of Turnpikes by John Loudon Mc Adam. Via Google Books (PD-150)
John Loudon McAdam, born Ayr, Scotland. (1756 -1836) He acted as a magistrate and assumed other civic roles including one as as trustee of the Ayrshire Turnpike in 1783, where he developed an interest in road construction and engineering, eventually becoming general surveyor for the Bristol Corporation in 1804. He wrote papers on the benefits of raising roads, making them from layers of stone and gravel, and giving priority to drainage. However, no roads were made this way until McAdam was put in charge of remaking the Bristol Turnpike in 1816, when he put his theories into practice and demonstrated macadamization, known as macadam. He made him numerous enemies on the Turnpike Trusts, who preferred to keep the money made from tolls rather than ploughing it back into road improvements but Macadam was soon in widespread use.
John Loudon McAdam (1756 – 1836), Scottish engineer and road-builder who started a new way of raising roads called ‘macadamization’. Via Wikimedia Commons.
1825 John McAdam Observation of English Roads. “In a Country like England, inhabited by an ‘ intelligent people, well educated, active, and enterprising, where every hint at improvement is eagerly caught at and prosecuted with spirit, it is only possible to account for the apathy respecting Roads, and the want of exertion in prosecuting the means given for improvement, by showing that a strong counteracting principle exists in the defects of the Road Laws, and that although much want of encouragement has arisen from the prejudices of old practitioners— the great obstacle to success remains in the zealous opposition of those who profit by mismanagement in various ways.”
McAdam Report on Bristol District Roads, March, 1815.
McAdam informed the Road Trusts that smooth roads were the most useful and lasted longer because carriages do little damage to a smooth road because the horses exert themselves less and the carriages do not rock and roll.
Unfortunately for travelers in the late 1700s and early 1800s, the smoothness of a road surface depended on the preparation and distribution of the road building materials used and was therefore entirely in the hands of each individual road-maker. In 1816, Mc Adam reported to the Bristol District the difference in revenue if roads were built of good material, regularly maintained, and if the finances of Turnpike Trusts were under someone’s control.
1823 ‘Construction of a Macadam Road’ by Carl Rakeman. Via Wikimedia Commons.
Travel on these roads was also dangerous as highwaymen stopped and robbed anyone who came along. Male or female made no difference to highwaymen in Britain, nor to the bushrangers in Australia or the gangs on American roads, as they robbed indiscriminately and often with violence.
By the end of the 18th Century, however, travel as a pleasurable pursuit came into vogue and numerous guides were written for traveling all over the British Isles as well as on the continent.
The 1812 ‘Tour Of Dr. Syntax’ was an ironic look at the new obsession of travel and travel guides. Before he set off for the Lake District, Dr. Syntax said to his wife, “You well know what my pen can do, and I’ll employ my pencil too: I’ll ride and write, and sketch and print and thus create a real mint: I’ll prose it here, I’ll verse it there and picturesque it everywhere. I’ll do what all have done before; I think I shall and somewhat more.”
Georgian and Regency travelers were envious of aristocrats, even if they were of the nobility themselves, and loved to view all the British Great Houses.
A gentleman and his wife would even drive up to the front door of a mansion house and demand to be given a tour of the house. If they weren’t admitted, they would write in their journals of the inhospitable nature of the people on a particular estate. Thomas Pennant, William Mavor, and others, loved to write about these bad experiences and have them published. Paterson’s British Itinerary, a travel guide had 17 editions between 1785-1832 – it outlined the roads used by the stage and mail coaches, the tolls, the bridges, etc.
This new touring craze created an industry of hospitality that encompassed more than simple mail coach trips from place to place, and more than a noble family traveling from their country seat to the Metropolis of London for parliamentary sittings. Inns had to improve the quality of the linens and meals if they wanted to attract the wealthier traveling class. Before that, many travelers carried their own linen, crockery, glasses, and utensils, as they didn’t trust the hygiene or standards of country inns.
Travel became something written about by poets with many sonnets written to the beauty of places like the Lake District in England, or the pyramids in Egypt. Inns became cleaner and more respectable so they could welcome travelers of the upper classes. This also meant that women could travel more as roads were slowly improved from rutted tracks that were only suitable for horse riding to roads that family coaches could travel along, though these roads were still narrow and subject to extremes of weather, such as flooding. The race was on to travel from places like London to Edinburgh in the fastest possible time.
1817-1875 ca. Vehicles. From: Pierre Larousse’s World Dictionary Of the 19th Century.
1920-1922 ca. Automobiles.
1820-1830 ca. Mother Of Pearl sewing casket with a painted view of Weilburg near Baden in Austria. Painting by Balthasar Wigand.
From The Curator: The mother-of-pearl industry in Vienna reached its apogee during the 1820s and 1830s, when numerous luxury items such as candle screens and desk sets were embellished with the iridescent material. Balthasar Wigand, responsible for the miniature on the lid of this box, specialized in views of the city and its surroundings, painted especially for use on small pieces of furniture and caskets. via Metropolitan Museum New York City, U.S.A. metmuseum.org
19th Century Early Caroline Bonaparte Murat, Wife and Queen Consort Of Joachim, King Of Naples. Wearing a Grand Parure, or jewelry set of tiara, necklace, earrings etc, of red coral, pearls and diamonds. By Salomon-Guillaume Counis, after Nicholas-Francois Dun.
1750-155 ca. Writing Cabinet, Probably by Michael Kimmel, Germany. Veneered in kingwood, marquetry of mother-of-pearl, ivory and brass on pine, stained alder or birch. Mounted in gilt brass and with giltwood, carving of cypher of Augustus III. via suzilove.com Victoria and Albert Museum, London, UK. collections.vam.ac.uk.
