Christmas pudding originated as a 14th century porridge called ‘frumenty’ , made of beef and mutton with raisins, currants, prunes, wines and spices. Often more like soup, it was eaten as a fasting meal in preparation for Christmas festivities. By 1595, frumenty changed into a plum pudding thickened with eggs, breadcrumbs, dried fruit and flavoured with beer and spirits. It became the customary Christmas dessert around 1650, but in 1664 the Puritans banned it as a bad custom. In 1714, King George I re-established it as part of the Christmas meal, having tasted and enjoyed Plum Pudding.
“In December, the principal household duty lies in preparing for the creature comforts of those near and dear to us, so as to meet old Christmas with a happy face, a contented mind, and a full larder; and in stoning the plums, washing the currants, cutting the citron, beating the eggs, and mixing the pudding, a housewife is not unworthily greeting the genial season of all good things.” Via 1861 Beeton’s Book of Household Management.
The Sunday closest to St. Andrew’s Day was Stirring-up Sunday, and the day to prepare the family’s Christmas pudding. The eldest member of the household or a visitor would give the first stir and charms were stirred into the pudding. A ring meant a coming marriage, a button was bachelorhood, a thimble meant spinsterhood, and a sixpence was good luck. Puddings were steamed in a pudding bag and stored in a cool place until Christmas Day.
1800s Typical Food Served and Table Settings Used. Historic food from Mrs. Beeton’s Household Management, 1882 Warne’ s Model Housekeeper, London, U.K., 1892 Cassel’s Dictionary of Cookery.
How did people travel in past centuries? What did they take with them to make their long journeys easier? Travel by road, ship, canal, or railway all took a long time and had dangers so people learned to prepare. And then, in the nineteenth century, road improvements, inventions, and scientific developments made travel more pleasurable. Travel and Luggage By Suzi Love History Notes Book 10 books2read.com/SuziLoveTravel
Horse Power To Steam. Various alternatives to horse power were tested in London’s streets during the 19th century. Steam powered road engines and trams proved too heavy and damaged the roads. Stationary steam engines were used to haul trams attached to a cable but these were only really effective on hills that we too steep for horses. There were also experiments with trams driven gas engines and battery electric power. but was successfully developed. Petrol engines were still primitive and unreliable in the 1890s. In 1900 the reliable horse still dominated the streets of London but new technology was to revolutionize road transport.
In Jane Austen’s times craftsmen created boxes and containers of precious metals, leather, silks, and decorated them with jewels. Boxes, Cases, Etui, Necessaire and everything else that was used to carry essential items for travel, sewing, medicine, writing, and toiletries. Containers were engraved to make exquisite and expensive items as well as practical carrying cases. books2read.com/suziloveBoxesCases
1816 Inside a dining room by Martin Drolling. Via Wikimedia Commons commons.wikimedia.org (PD-ART) This is typical of the inside of a gentleman’s household in Jane Austen’s times.
1800s Typical Breakfast and Tea China, England. Tea cups, Bread and Butter plates, Teapot, Butter Dish, Coffee Cups, Tea Set, Milk Jug, Water Jug, Bread Dish, Sardine Dish, Bacon Dish, Marmalade Jar and Breakfast Cups. From: 1860 Mrs. Isabella Beeton’s Book of Household Management. These are the sort of salads that Jane Austen’s family would have eaten to accompany main dishes during the early 1800s, or Regency Era.
Travel and Luggage By Suzi Love History Notes Book 10. How did people travel in Jane Austen’s times. In past centuries? What did they take with them to make their long journeys easier? Travel by road, ship, canal, or railway all took a long time and had dangers so people learned to prepare. And then, in the nineteenth century, road improvements, inventions, and scientific developments made travel more pleasurable. books2read.com/SuziLoveTravel
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.
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)
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.
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.
Expenditure and Debt.
• 1802 – 1812 only two roads maintained themselves.
• Neither able to pay £100 of the debt they owed.
• No other roads supported themselves at all.
McAdam’s List of Reasons for Bad Roads.
• Ignorance and incapacity of Surveyors
• Lack of any control over the lavish spending of Road Trusts
• Trust accounts being in an inexplicable mess
• No system or scientific mode of constructing roads
• Every part of a road being differently formed
• Each road managed by a different person
• Each area managed by a different Turnpike Trust
• Winford Road Trust produced no account books
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.
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.
1800 Un salon, or public Room, at Frascati, Paris. This plate depicts a group of people at Frascati’s. The man in the foreground is plainly dressed in dark colors while pastels are favored by the women. From: Illustrations by Francois Courboin from Octave Uzanne’s Les Modes de Paris. (PD-Art) Although this is in Paris, there were similar places in England where Jane Austen and her contemporaries would meet to eat, drink and play games.
Frascati’s was a cafe in Paris, described by the text as “‘A stream of human beauty’, as the expression of the period has it, was still to be seen flowing through the galleries of Greek and Roman antiquities, spreading through the porticos, into the saloons, and smaller chambers, pouring and winding along the garden alleys, and disappearing at last into the kiosks where it was lost to sight. The great mirror at the end of the garden reflected, as in a wonderful prismatic vision, the surging crowd of veiled or turbaned heads of ever-changing couples, each whispering and fondly clasped. While farther off seated at tables in the open air, thirsty nymphs called for creams and tutti frutti and all the various iced compounds then so eagerly consumed.”
1800 Un Salon, or Public Room, at Frascati, Paris. Frascati’s was a popular cafe in Paris where people walked through the galleries of Greek and Roman antiquities, past the porticos, into saloons and smaller chambers, winding along the garden alleys and disappearing into kiosks. The man wears darker clothing while the women are in colorful dresses. via Suzi Love ~ suzilove.com
& Illustrations by François Courboin, French librarian (1865-1926)
From Octave Uzanne’s ‘Les Modes de Paris, or Fashion in Paris,’ the various phases of feminine taste and aesthetics from 1797 to 1897.
(PD-Art) via Brown University Library, U.S.A. 1800 Un Salon, Or Public Room, At Frascati, Paris. Regency #Paris #Art https://books2read.com/SuziLoveFashionMen1800-1819 Share on X
From the finish of the 18th century until 1820, men’s fashions in European and European-influenced countries moved away from the formal wear of brocades, lace, wigs and powder to more informal and relaxed styles. Focus was on undress rather than formal dress. Typical menswear in the early 1800s included a tailcoat, a vest or waistcoat, either breeches, pants, or the newer trousers, stockings, shoes or boots, all worn with an overcoat and hat. This basic ensemble was accessorized with some form of neckcloth or cravat, gloves, walking stick, cane or riding crop, handkerchief, fobs, watch and perhaps a quizzing glass or eye glass.
Skirted coats were replaced with short-fronted, or cutaway, tailcoats worn over fitted waistcoats and plain, white linen shirts. Knee breeches were gradually replaced by tight-fitting pantaloons and later trousers, decorative shoes with buckles were replaced with a variety of boot styles, and fussy and ruffled neckwear gave way to intricately tied, white linen neck cloths. A Regency Era, or early 1800s, gentleman was outfitted in more practical fabrics, such as wool, cotton and buckskin rather than the fussy brocades and silks of the late 1700s.
