WELLESLEY POLE AND THE BANK OF ENGLAND

With many thanks to Greg Roberts for his kind permission to reprint this article from his fabulous website called:



Wicked William

Resources for study of the life and times of 

William-Pole-Tylney-Long-Wellesley (1788-1857)

The Mint with a Pole – Part 4
or
When Wellesley-Pole made money quicker than his son spent it
In 1816 the euphoria of victory at the Battle of Waterloo wore off and Britain entered a period of unrest. Corn prices were set at an artificially high level by the Importation Act (1815) – or Corn Laws as they became known – benefitting wealthy landowners at the expense of the poor. A bad harvest, the return of thousands of soldiers from Europe, and demonstrations against working conditions combined to increase tension, leading to repressive counter-measures from the Government. Against this backdrop, the Coinage Bill was passed on 22 June 1816, and Wellesley-Pole was ordered to draw up a plan to replace the silver coinage.
Wellesley-Pole’s schedule detailed how he proposed to design, manufacture, and distribute the new coinage. It also outlined a system for recovering the old money for the Bank of England. He started entirely from scratch after realising there was ‘no collection of British coins in His Majesty’s Mint…not a single Proof.’ To ensure this would never happen again, he founded a Museum to house ‘every coin and medal which, from this time forth, shall be struck’. In July 1816 Banks supplied Wellesley-Pole with old coins as a basis from which the new currency could be created.This collection now forms the backbone of the Royal Mint Museum.

Joseph Banks donated coins to enable Wellesley-Pole to set up Mint Museum

The key problem was how to undertake an operation of this magnitude without alerting the nation as to what was afoot – and once the coinage was manufactured – how to distribute it to the four corners of Britain so that it might appear simultaneously on ‘Great Re-coinage Day’. Wellesley-Pole had to do this at a time of immense social unrest, using the most rudimentary of transport and communication systems. Some boxes of coin were shipped to northern ports but the vast majority went by carriage up and down Britain’s roadways – with accompanying detailed instructions to be acted upon at each and every destination. Getting the new coinage to these outlets was one thing, but Wellesley-Pole was also tasked with rounding up all the old silver currency in exchange for new crowns, shillings and sixpences. This redundant money had to return to the Mint by the same arduous process after the two-week exchange period expired.
                     The Bank of England – Pivotal to Wellesley-Pole’s plans
The National Archive reveals that Wellesley-Pole submitted his plan on 16th September. He confirmed an agreement with Governor of the Bank of England that banks throughout Britain would assist in the transfer ‘without looking for any remuneration… Considerable expense must be saved from the many applications that have been made in favour of persons wishing to be employed in the issue and exchange of the new money’. He further curtailed costs by creating accounts with every participating bank for the money distributed to and collected from them. Sir Joseph Banks described his plan as
excellently arranged…I have seen a multitude of public men, but no one whose conduct has been as energetic and so perfectly successful’.
A week later Wellesley-Pole received approval from the Prime Minister Lord Liverpool, subject to proceeding in complete secrecy until the money was ready to be circulated.
Pistrucci was unable to draw mad King George III from life – This ‘bull head’ image was heavily criticised
Each coin was approved by the Prince Regent prior to manufacture. Wellesley-Pole enthused the coins were ‘absolutely divine’. Every last detail was meticulously planned. Coins were labelled and bagged in sums of £100. Bags were then packed into a sturdy box containing £600 comprised of one bag of half crowns, four bags of shillings and one of sixpences. The destination of each box was labelled and arrangements were made for them to be re-used for the return of old coinage after the exchange was completed. 57 million coins were ready for distribution by January 17th 1817. A few days later Wellesley-Pole called a meeting of the bankers of London proposing:
  1. That all 72 London banks be ‘furnished with money to exchange the silver coin…by opening all their shops to the public at large. Inspectors from the Mint to be established in each shop for selecting…the old coin to be recovered…by which means Bankers would be exonerated from any responsibility.
  2. Every Banker in England, Scotland and Wales to employed in likewise manner but ‘the Country Bankers’ to recommend such persons for inspectors as they conceive to be trustworthy.
Wellesley-Pole earmarked the operation for 3rd February, but the London Bankers, worried about civil unrest, feared that by opening to the general public ‘their property would be endangered’. So the Master of the Mint was compelled to hastily arrange alternative locations for public distribution. He ensured tha
t a comprehensive network of outlets were created in every principle town in England and Wales, which received almost £1.8M by February 3rd.
announcement
Cat out of bag 18th Jan 1817 – Wellesley-Pole announces Great Re-Coinage
The exchange for Scotland was undertaken by the Bank of Scotland who acted under a letter of instruction from the Master of the Mint, so the entire operation hinged on Wellesley-Pole’s meticulous planning.
The Cabinet eventually deferred the exchange until February 13th. But it was completed in 14 days as planned and the old currency ceased to be legal tender on March 1st. These remarkable statistics bear testimony to the success of this operation
Of £2,6000,000 delivered not one bag or box of new coin was mislaid and there does not remain a single complaint of deficiency of money for exchange in every part of Great Britain.  In carrying the measure through, the Mint dealt with over 14000 letters and employed 1000 inspectors. 469 accounts with individual banks were reconciled ‘to the penny’ when the old currency was returned.
By any standard this operation was an astounding success. Because it went without a hitch it was soon forgotten, perhaps the biggest single reason why Wellesley-Pole is  mired in obscurity. It was only when the House of Commons debated currency in 1842, that the enormity of his achievements were highlighted against shortcomings in current procedures.
As we have seen in Pole and Pistrucci the Great Re-Coinage failed to ignite public excitement, and the press preferred to continue their campaign of back-biting and ridicule against both men.
The only reply either man can give in answer to their critics is to emphasise that the silver coinage remained in circulation until 1971 – Yes that’s 154 years!
In my final part I will look at Wellesley- Pole’s departure from the Mint and round up his legacy…..
So you have seen how, at least for a few years, Wellesley-Pole made money faster than his feckless son Wicked William of Wanstead House was able to spend it. Follow Wicked William to the Epping Hunt, or off to War with Wellington or find out what happened when Wellesley-Pole’s rage got the better of him.
Finally, I have written the remarkable history of Wellesley-Pole’s house
I hope you enjoy this post and would be most grateful to hear any feedback.
Sources Used
  1. Royal Mint Website
  2. The National Archives (Kew) Mint 1/56
  3. Bagot J., George Canning and Friends (London: Murray, 1909)
  4. Senate House Library, Mint Book MS499
  5. Greg Roberts unpublished dissertation The Forgotten Brother (2009)
  6. Image of Sir Joseph Banks by William Wyon courtesy of the Royal Mint Museum

You’ll find Greg’s website Wicked William here.

 Follow Greg Roberts on Twitter @geggly

ROYAL DAY OUT, PART TWO: THE QUEEN'S GALLERY

Victoria here.The second venue in our Royal Day Out was the Queen’s Gallery, actually, like the Mews, a part of the Buckingham Palace complex, and one that you may visit almost year-round.  

Below, a view of the entrance to the Queen’s Gallery when Kristine and I visited for the exhibition Victoria and Albert: Art and Love in 2010.

The First Georgians celebrated the tricentennial of the accession of the House of Hanover to the English Crown, When Queen Anne died in 1714, it had been decided that her successor would be Electress Sophia of Hanover or her issue.  Despite at least seventeen pregnancies, none of Anne’s children had survived to adulthood.  The British Parliament was determined the monarchy would not go to a Roman Catholic so they disallowed all the family of the former king, James II and the Stuarts.

Queen Anne of Great Britain and Ireland (1665-1714) c. 1702-04
by Sir Godfrey Kneller (1646-1723)
Sophia Electress of Hanover (1630 -1714)
attributed to Noel III Jouvenet
Sophia was the granddaughter of King James I.
George I of Great Britain and Ireland (1660-1727)
Studio of Sir Godfrey Kneller
To quote from the text panel, “Dressed like a Roman Emperor, the new king is represented as ‘Defender of the Faith’ ready to champion the Protestant cause.” George I never learned to speak English well and spent a great deal of time in his home state of Hanover.

Dr. Lucy Worsley’s series The First Georgians ran on the BBC in  2014.
Click here to watch.

From Dr. Worsley’s website: “The series tells the story of George I, George II and their family…  I was given access to treasures from the Royal Collection as they were prepared for a new exhibition at the Queen’s Gallery, Buckingham Palace – providing a rare and personal view of George I and his feuding dynasty.The Hanoverians arrived at a moment when Britain was changing fast. We looked at satire, gin-drinking, smallpox, the slave trade, the crushing of rebellion and the building of an empire – all at a time when Britain was embracing freedom of speech and modern cabinet government.”

Dr. Worsley, chief curator at Historic Royal Palaces, also writes of the First Georgians on her blog, here.

Two pictures above: Mirror, Table and Candle-Stand
by John Gumley and William Turing, c. 1727

George II 1683-1769, c. 1760
by Louis-Francois Roubiliac 1702-62
The Music Party: Frederick, Prince of Wales with His Three Eldest Sisters, 1733
by Philippe Mercier (1689-1760)

David Garrick with His Wife Eva-Marie Veigel c. 1757-64
by William Hogarth 1697-1764
The Queen’s Gallery was crowded with viewers, most eager to get along to the next stage of the 
Royal Day Out: Buckingham Palace.  But wait until you hear what happened to me! Remember, I am the one who insists on reading (almost) every word of every text panel along the way.

More Loose In London Coming Soon!

WATERLOO WEDNESDAY – THE ITALIAN CONNECTION

From  Adventures In Historyland 

Waterloo being what it is, all you hear about in terms of British allies, is the Prussians, the Belgians and the Dutch. It may of interest to you good readers, to hear about the Italian connection and the story of a little known Waterloo Man.

To begin with there is the Corsican. As British contemporary caricaturists loved to point out, Napoleon was French by adoption rather than birth. To me this still makes him more French than Italian but on a purely factual level they were correct. Napoleon was not the only Corsican on the field however, on the other side of the shallow valley of Mont St Jean was Count Pozzo di Borgo, Russian diplomat and Military observer for the Tsar, attending on Louis XVIII at Ghent, who suffered a contusion while riding with Wellington’s staff at Waterloo. The Duke asked him to write the letter to Louis confirming Napoleon’s defeat that evening.
Paolo Francisco, Count De Sales, was doing a similar job to di Borgo. He was born in Savoy but he owed his allegiance to the King of Piedmont Sardinia and he is remembered as one of the men who organised the Sardinian Army. He was one of the last men on the Duke’s overstretched and badly reduced staff, still available at the end of the day.
One of the most interesting is a young lieutenant of about 24, that Reese Gronow saw riding along the position with Wellington’s staff before the battle started. His name was Count Paolo Ruffo and he was the second son of the Neapolitan Ambassador to London, Fabrizio, Prince of Castelcicala. Paolo was born in Richmond in 1791 and educated at Eton and he left school in 1811 to join the British army. His father moved in elevated circles and arranging a commission for his son would not have been an obstacle. Paolo joined the 6th (Inneskilling) Heavy Dragoons and on the 3rd of May 1815 advanced to the rank of Lieutenant. A young man who would one day become a prince could be expected to be quite popular amongst fellow officers, he appears to have been fairly well known through the army in Belgium, and it is intimated that he had friends enough to gain invitation to ride on the General Staff, (Perhaps as an orderly). Wellington preferred to populate his “Military family” with bright young things from good backgrounds and Paolo certainly qualified as both.
Young Ruffo’s actions during the momentous day are rather vague, though he is supposed to have garnered praise for his gallantry. Gronow saw him on the staff and he is further supposed to have “Galloped” for Wellington at least twice during the day, which rather discounts him from being with his regiment during their famous charge against D’Erlon’s Corps. Nevertheless though line officers might deride staffers for their perks and cushy appointments, in action, staff officers had one of the most dangerous jobs in the army and Wellington’s were usually with him were the fighting was thickest. Sometime after his second assignment Ruffo received a wound, I have not confirmed where he was hit, but it took him out of the battle. Indeed the inference may be that he was left on the field overnight and rescued as he is listed as “Missing”. Even if he was not lost amongst the piles of corpses, his wound was serious, a fact testified to by Dr. Samuel Cooper and the fact it took him about a year to fully recover. When news of the battle reached his mother, Giustina, she became very concerned for his safety as word came that he was missing, and then that he had been wounded, which would give her cause to thank God for small mercies.
Ruffo’s singular status as heir to a distinguished title and son of a diplomatic official singled him out for help in his recovery. In 1816 the Prince Regent instructed Horse Guards to grant him a year’s pay, (£164 5s), and had his medical bills paid for. His presence at the Battle made him eligible to receive the Waterloo Medal, which was placed on his coffin at his funeral, and in 1817 he resumed his military duties, making a transfer to a more senior (and prestigious) regiment, the 4th Dragoon Guards. He served in Ireland, participating in a courts martial as Dept. Judge Advocate General, and served honourably until 1821 when he retired for health and family considerations. Though he was second son (Edward had been a Cornet in the 2nd, Queen’s, Regiment of Dragoon Guards but died in 1821) he went on to inherit his father’s title after he died of Cholera in 1832 and to serve 3 Kings of Naples, as a diplomat, (Much like the Count de Sales and di Borgo did after the war) to Russia, Britain and Austria between 1831 and 52, and became “Luogotenente generale dei reali domini al di là del Faro” of Sicily in 1855.
Paolo Ruffo di Bagnaria, Prince o
f Castelcicala by William Salter 1834-40.
National Portrait Gallery.

While serving in his father’s old position as Neapolitan ambassador, smoothing out a rather unctuous diplomatic ruffle between Naples and London, he reacquainted himself with the Duke of Wellington who greeted him as an old friend, gaining invitations to dine with him.
Despite his energy and readiness to serve he required a personal letter from the King to get him to Palermo to take the post as Viceroy, were he was faced with calming tensions that had arisen from his predecessor’s heavy handiness. He had married married the daughter of the Swiss ambassador to Paris, Madmoiselle Taddea Wilhelmina de Zeltner in 1832, and they had a daughter, Giustina Ruffo in 1839, when Wilhelmina died in 1855 he had sank into a deep depression, but he felt it his duty to obey the King.
Though a firm but conciliatory policy and his efforts to modify and modernise to make better living conditions, which included putting lights in the port cities of Sicily, building a new port at Milazzo, and decreasing taxes, he became very popular. In 1857 Commissioners reported the kingdom in a perfect state, and in 1859 he was elevated to the order of St Ferdinand. He served as chief of Staff to the Bourbon army when Garibaldi invaded Sicily, the subsequent debacle prompted the Prince to tender his resignation which was accepted, and he returned to Naples where the title of Counsellor of State was conferred on him. In 1865 he was sent to Rome to await further orders which never came due to the fall of Gatae, and he went to Paris where he stayed until his death in 1865.
While in London, between 1841 and 1852, he was a regular at the later Waterloo Banquets, where he was a welcome addition to the ever dwindling pool of officer’s that had been present at the battle. He was a guest at the very last dinner at Apsley House in 1852, where he sat on his host’s right. At the meal the Duke rose to falteringly gave his health.
“I will give you, the health of an illustrious foreigner whom I had the honour of having under my command at Waterloo, Prince, Prince ” here, unsure as how to pronounce the title he stopped, and though all knew who he meant none had the courage to prompt him. At last Lord Sandys, who, has been Lord Arthur Hill, at Waterloo called out, “The Field-Marshal gives the health of Prince Castelcicala.”
“Exactly so,” said the Duke, “That’s the name. Prince Castelcicala.”
I found out about the good Prince by accident, as I did the other Italians I mentioned, I hope you enjoyed reading about this Waterloo Man as much as I did writing about him.
Sources:
The Sydney Morning Herald (NSW : 1842 – 1954) Friday 19 Oct 1849
The Tablet, 13, 24th June 1848.
The Illustrated London News, Volume 1.
History of the French Revolution and of the Wars… By Christopher Kelly
The Battle, By Alessandro Barbero
Fifty years of my life, George Thomas Kepple.
The Spectator, 22 JUNE 1850,
Le Prince de Castelcicala, 1866.
Many thanks again to Josh at Adventures in Historyland for allowing us to reprint this fabulous article. 

Contact Josh via email – adventuresinhistoryland@gmail.com
Or follow him on Twitter @LandOfHistory

AT AUCTION: BONHAM'S VICTORIAN CARRIAGE AND COACHES

Following on the heels of Victoria’s Friday post, Loose in London: Royal Day Out, in which she brought you our trip to the Royal Mews, we thought we’d carry on with the carriage theme – on March 7, Bonham’s Oxford auction rooms will offer Carriages, Coaches and all manner of coaching accouterments for sale by auction. You can find the complete auction listing here, but we thought we’d share a few of the highlights below. Starting breaking open those piggy banks, there are some real treasures on the block.

Lot 203
C.1800 SEDAN CHAIR
£4,000 – 6,000
US$ 6,000 – 9,000

c.1800 Sedan Chair – No ReserveFOOTNOTES

  • Sedan chairs reached their peak across Europe in the late 1700’s. They afforded a clean and safe means of transport to the nobility and upper middle classes. Many were kept inside houses where the owners could enter them before being carried out into the often, filthy streets. 
  • This sedan chair features a softwood frame construction with canvass stretched over for lightness. Externally the chair cabin is very original and would benefit from some conservation and stabilisation work. The panels depict cherubs and angels in differing scenes. 
  • The roof is leather covered, this is held in place with a carved moulding that has been picked out in gold leaf. 
  • Access to the cabin is via the front door that contains a single window, the side panels are also fitted with windows and all three can be lowered. Internally the cabin has been subject to an older restoration and is upholstered in a maroon velour material.
  • A rare opportunity to acquire a sedan chair that would benefit from some conservation work.

Lot 205
C.1880 PARK DRAG
Coachwork by Holland & Holland, London, England
£70,000 – 90,000
US$ 110,000 – 140,000

c.1880 Park Drag
Coachwork by Holland & Holland, London, England

FOOTNOTES

  • Holland & Holland coachbuilders are widely regarded as building some of the finest light drags. Park Drags were used by gentlemen and ladies to attend race meetings and other events where they could be used to entertain friends and associates. Many were supplied with roof mounted picnic sets (imperials), sun shades and wine cellaretes that were contained within the rear boot.

    This Park Drag is finished with a dark blue undercarriage, lower quarter panels and seat risers, the upper panels are black. The line detail is a deep red. It has been restored by Stolk of Holland and the Drag is representative of their high standard of craftsmanship. The Drag is fitted with patent mail oil axles and runs on English pattern iron shod wheels.

    The passenger compartment is accessed on each side via door with a folding body step. The doors have a brass ‘T’ handle and there is a ivory plaque at the bottom of each door bearing the builders name. Internally the seat cushions and seat backs are upholstered in a blue wool cloth with blue tufted surface buttons and dark blue broad lace surrounds. The original oil cloth headlining has been preserved and brown leather hat straps are fitted. The window frames are finished in a blue wool cloth. Shutters are also contained within the door window recess, the nearside shutter is fitted with an internal mirror. The front internal seat back is hinged and lifting this gives access to the front boot that contains a comprehensive spares kit that includes a new set of brake shoes and supports for the roof mounted imperial. The rear boot contains correct type mahogany wine cellarets with zinc liners, with a top drawer for glasses/nappery

    With the exception of minor cracks to the toe board and front boot the external coach painted mahogany panels are in very good condition. The external cushions are upholstered in blue wool cloth and the seat frames are bound in plain black leather. The roof seat lazy backs are hinged and give access to the roof mounted imperial (picnic set). With the top of the imperial removed the sides unfold to provide trays and a picnic platform. The foot platforms are covered with leather edged lino with protective pierced rubber over mats. The Coachman’s toe board has a brass watch case mounted on it. A black wicker umbrella basket is fitted to the near side rear seat frame. The coachman’s seat frame has a tan leather whip holder and tan leather passenger grab handles are fitted to all roof seats. Two spare bars are strapped to the rear of the grooms seat frame and a folding passenger ladder is hanging on the underside of the groom’s seat. There is a coachman operated hand brake that acts on the rear wheels.

    The Drag is complete with lamps (no makers name),a single lense toe board lamp team pole and bars and drag shoe. It represents a wonderful opportunity to compete at the highest level in the Coaching classes for many years to come.



Lot 210
C.1890 HANSOM CAB
Coachwork by Forder & Co, London, England
£20,000 – 25,000
US$ 30,000 – 38,000
c.1890 Hanson Cab
Coachwork by Forder & Co, London, England
No Reserve

FOOTNOTES

  • Designed to convey members of the public in safety and comfort Hansom cabs became a common site of the streets of London. Today Hansom Cabs are strongly associated with late Victorian crime writers and feature in many of the famous Sherlock Holmes books. Several companies built hansom cabs but it was the coachbuilders Forder & Co who developed the best known design of Cab and the award of several medals meant that they were favoured by cab proprietors. Designed to carry two passengers the driver sat high up on the rear mounted external seat.

    This Hansom Cab is finished with a light green under carriage and a contrasting dark green line. The upper body panels have been conserved and are painted black. The cab is fitted with patent collinge oil axles and runs on rubber shod warner band type wheels.

    The passenger compartment is accessed via double opening doors, these are operated by the driver who would pull the leather window strap thereby ‘unlocking’ the doors and allowing the passenger out, prior to payment of course!, which would have been made via the small roof hatch to the rear of the passenger compartment. The seat cushion and back are upholstered in a dark green wool cloth with matching broad lace edging. The remaining surface areas are also finished in a dark green wool cloth. The metal fittings in the compartment are silver plated and there is a builders plaque mounted on the rear seat back stating that the cab is ‘Public Cab – Patent Number 2209 – Royal Hansom’. There are ivory surrounds attached to two side mirrors and a rare communication whistle is also fitted so that the driver could be alerted.

    Externally the driver’s seat is upholstered in a green wool cloth. The roof and upper panels have been conserved but they would have originally had a highly japanned finish. The dash board is covered in polished leather and the passenger boarding platform is fitted with a pyramid rubber mat. The cab would have been drawn by a single large horse and the shafts are ash with supporting ironwork. On the underside of each step there are extended supports that the cab would have rested on when not in use. Original correct type lamps are fitted to the Cab but they do not bear the builders name.





Lot 221
C.1835 TRAVELING LANDAU
Coachwork by Adams & Hooper, London, England
£200,000 – 300,000
US$ 300,000 – 450,000
Ex-Royal British Mews, ex-James Coson Collection, Fastidiously Restored
c.1835 Traveling Landau
Coachwork by Adams & Hooper, London, England

FOOTNOTES

  • This outstanding carriage has been the subject of one of the most impressive restorations carried
    out in recent years.

    Adams and Hooper were founded in 1805 and soon built up a reputation for building the finest carriages. From their premises in Haymarket, London, carriages were built for wealthy patrons the world over. By 1830 the company held the Royal Warrant.

    Travelling Landaus were used by the nobility on extended tours throughout Britain and Europe. Designed to carry their owners in comfort over long distances they proved to be an ideal carriage prior to the introduction of the railways.

    Ordered by the Royal Mews from Adams and Hooper for King William IV the Landau was delivered in 1835. The carriage would have been used by trusted representatives and possibly the King himself when undertaking long journeys. Other carriages and out riders would have formed part of the travelling entourage to carry luggage, servants and official documents. It is likely that the Landau was delivered with a detachable coachman’s seat and hammer cloth, however over the course of time this has been lost. In its current configuration the Landau is arranged to by driven by postilion riders. It is uncertain why postilion riders came into being but one theory is that it allowed the occupants of the carriage to have ‘open’ conversations without fear of being overheard by the coachman. The Landau was sold by the Royal mews in the early part of the 20th Century. Following its sale from the Mews its history is uncertain but it was probably saved because of its ‘Royal’ history and provenance. Eventually it was acquired by the famous American collector James Coson and is featured in the book of his collection published in 1989, complete with a foreword from His Royal Highness Prince Philip. When the Coson collection was sold its new owner decided to restore the Landau to its original specification. The carriage was sent to the renowned restorers Stolk of Holland who over a period of time returned the Landau to its rightful former grandeur.

    The Landau is resplendent in its Royal Colours of red under carriage with gold leaf lining and black flank detail, deep royal claret body panels with Royal crests and insignia and leather front and rear boots. Mounted on ‘C’ springs with leather braces the body has additional rope through braces allowing the carriage to cope with the roughest of roads. Strong grease axles are fitted and the Landau runs on iron shod English pattern wheels.

    Access to the passenger compartment is made via double folding steps and doors from either side. A footman would have first lowered the windows or shutter, opened the door and then unfolded the carpeted steps, once safely inside the footman would have folded the steps back into position and then closed the door making sure that the glass strings were not caught in the step recess. Inside the carriage the seat cushions and back are upholstered in a deep blue brocade with surface buttoning. The doors, seat falls and hood linings are finished in a dark blue wool cloth, and beautifully woven bespoke 3 inch broad laces are used to edge the cushions, door surrounds and glass strings. Each door contains a blue wool cloth trimmed window and separate shutter with a brass makers name plate. The louvres for each shutter can be adjusted by a small brass ratchet set into the varnished frame. The individual shutters are finished in red with a broad gold leaf line with fine black flank lines.

    Externally the Landau has been beautifully coach painted, period coach painting books often describe the finished panels of carriages as having a ‘glass like depth’ to them and ground pumice would have been used to polish out small particles of dust. The panels on the Landau are a true reflection of the finish achieved by the very best coach painters some 150 years ago. The lower claret body panels and doors feature hand painted royal coats of arms and insignia detail. Each will have been painted directly onto the panel by hand and will have taken several hundred hours to complete; they have then been varnished over for protection. To the front of the carriage there is a leather covered ‘Salisbury boot’ adorned with four brass crowns, access is via the front hinged lid and it would have been used to store spares for the coach and harness when travelling

    Beautifully detailed lamps are attached directly to the front folding hood, they have been silver plated internally and have a small royal crown on each candle font, larger brass crowns sit atop each lamp.

    The folding leather hoods are held in position by black hood jacks and three brass royal insignias are fitted along the top edge of each hood side panel. The leather hood covering has been hand stitched into position, the raw leather seams have been ‘plain bound’ in the correct fashion and the whole structure is fastened in position with brass pin bead. To the rear of the main body there is a leather covered ‘sword case’, gentlemen travelling in the Landau would have been expected to remove their swords and to have placed them within the ‘sword case’ which is accessed via a hinged rear seat back panel.

    At the back of the Landau there is a leather covered Rumble seat where two footmen would have sat, the seat is mounted on leaf springs to give some comfort during long journeys and is upholstered in a dark blue wool cloth. The area underneath the seat provides additional storage and is accessed via the hinged rear flap.

    The under carriage is finished in red with gold leaf detail, on each corner there is a large ‘C’ spring. Hand stitched leather braces run around the outside of each spring to support the body, the height of which is adjusted on large ratchet adjusters. Additional leather covered rope bracing runs the length of the Landau to control the front to back movement of the body, whilst on the underside of the body there are two further leather straps that control the side to side ‘sway’.

    Hanging from the perch there are three separate devices to control the Landau when descending or ascending hills and stopping. The first is a drag shoe that would have been used as a skid to lock up the rear nearside wheel when descending a hill. The second is the small hinged red pole, called a drag staff, that would have been lowered onto the ground when ascending a hill, if the Landau had to stop for any reason the pole would have dug into the road surface to stop the carriage from rolling back. The last item is the leather covered hook, this would have been used as a parking brake with the hook placed around a wheel spoke.

    The Landau is a truly wonderful piece of early Royal transport and the restoration work carried out to return it to its former glory is unlikely to be ever repeated again.

Lot 228
C.1905 HEARSE
Coachwork by H. Topig Wagenbau, Leuba stritz, Germany
£5,000 – 8,000
US$ 7,500 – 12,000
c.1905 Hearse
Coachwork by H. Topig Wagenbau, Leuba stritz, Germany
No Reserve

FOOTNOTES

  • The use of horse drawn hearses reached its peak in the early 1900’s. European hearses tended to be more ‘gothic’ in design, often featuring heavily carved timber hammercloths, more elaborate head pieces along the upper edges of the body and seldom had glass side panels.

    The hearse is finished in black throughout with silver leaf applied to the ornate carvings and lining detail. The hearse is fitted with patent collinge oil axles and runs on iron shod wheels.

    The rear coffin here has been lined out with black wool cloth. The side openings feature black wool cloth swags and drapes that are edged with a silver and black bullion fringe. The here is accessed via a folding rear step and a hinged section of steel grating and is fitted with a runner mounted coffin plate.

    Externally the solid timber hammer cloth and coachman’s seat are upholstered in black wool cloth throughout. The coachman’s toe board is fitted with a rubber mat. The roof features a decorated silver leaf urn that is fitted over a faux leather oil cloth covering. Original hearse lamps are fitted to the coachman’s seat.

    The hearse has been completely restored by Stolk of Holland and presents an ideal opportunity to purchase useful carriage for future use!


You’ll find the complete catalogue for this 





LOOSE IN LONDON: ROYAL DAY OUT, PART ONE

Beginning a memorable day (for several reasons, LOL) on Tuesday, September 2, 2014…our pre-ordered ticket for the Extravaganza known as the Royal Day Out!  Victoria here (eventually telling MY side of the story), beginning with our delicious breakfast at our hotel’s adjacent restaurant…

Yum!
The day’s activities were scheduled to begin at the Royal Mews, continue through the Queen;s Gallery and be crowned by the tour of Buckingham Palace.  What could be better? To be accompanied on this lovely day by three delightful companions — Kristine, Diane Gaston and Marilyn Gaston (sisters) with whom to share every experience….but again, more about that later!
It was not the first visit to the Royal Mews for three of our quartet.  As a matter of fact, for me, it was the fourth visit, but since I love horses and the fragrance of a stable always makes me think of happy times (and not an odoriferous dump) I never pass up a chance to go back.
As you can see, it is kept spotlessly clean, but horses will be horses, and even in this exalted spot, their evidence takes a few minutes to remove…thus one of my childhood memories is readily triggered.
Our guide was a veteran of many years in the Queen’s service and shared wonderful reminiscences. I hope I have the correct names for the coaches below.  
Irish State Coach
The carriages are superbly maintained and displayed.
The Glass Coach
The Scottish State Coach
A Rolls Royce Phantom IV is tucked off in a corner, perhaps useful for a run to the supermarket.
 Pony Cart
Kristine and Diane pose in front of the oncoming coach; 
luckily, the horses and postilion are only models or the girls would have been trampled.

The Gold State Coach, completed in 1762

A Triton blowing his conch shell horn to announce the approaching monarch; 
the carvings were executed by sculptor Joseph Wilton.

The panel paintings are Giovanni Cipriani, an Italian living in London
From the Rear

This concludes Part One of the Royal Day Out, So far, so good, group-wise…the crunch was yet to come.  I should add that we spent quite a bit of time in the gift shop, but in view of our upcoming time at the Queen’s Gallery and in the Palace, we saved our actual purchases for later.

More Loose In London Coming Soon!