Back on May 1, I talked about the difference types of carriages one might find in the Regency Era. Today, I want to address how the carriages were made. When we read Regency books, our characters often spend a great deal of time in their carriages, but have you ever wondered about how they were made? Were they warm in the winter months? Stiffling in the summer months?
First, let us start with the ins and outs of a carriage during that time period. In 1813 England, the outside of carriages was covered with various weather-resistant materials, primarily leather for durability and waterproofing, often treated with oils, and sometimes reinforced with heavy canvas, with fine wool or silk fabrics used for more decorative elements or specific cloths like ‘carriage cloth’ for roofs. The roofs of some carriages might feature a separate, waterproofed leather “imperial” (roof box) or have hoods of leather or stout cloth that could be raised for protection.
Common Materials Used:
Leather: Sturdy leather, often treated (oiled/varnished) to be waterproof, was a primary material for covering carriage bodies and roofs.
Canvas/Sailcloth: Heavy canvas or sailcloth provided a durable, waterproof base or covering for roofs and hoods, sometimes used with paint or other coatings.
Wool & Silk: Fine wool, sometimes mixed with silk and metal threads (like ‘carriage cloth’), was used for more luxurious upholstery or coverings, especially for interiors or decorative exterior cloths.
Oilcloth: A waterproofed fabric, likely oil-treated, was used to protect other materials from rain.
Specific Components:
Bodies: The main body might be wood covered in leather or painted surfaces.
Roofs: Roofs could be covered in leather, canvas, or have an attached leather “imperial” (luggage box).
Hoods: Folding hoods (like on a Landau) were made from leather or heavy cloth.
These materials provided protection from the elements, as modern sealing was non-existent, ensuring passengers stayed as dry and warm as possible.
The Regency Redingote has a lovely piece on the “Imperial.” It says, “Though there is no definitive documentary evidence, it seems likely that the imperial was the invention of some clever coach-maker. Most early imperials were made to fit a specific coach or carriage roof. They covered the entire roof surface of the vehicle and could be as much as twelve to eighteen inches high. Some may have been even taller. The frame was usually of strong wood and the external surface was covered with sturdy leather which was carefully stitched together and treated to ensure it was water-proof. Often heavy canvas was used to line the inside compartment of an imperial. Other lining materials included either wallpaper remnants or multiple layers of newspapers or pages torn from old books, each layer of paper affixed with a coat of hide glue. Imperials were fully self-contained in order to ensure that their contents had the most protection from the elements. Some were even equipped with locks, similar to those in trunks, for added security.
“Imperials were usually secured with multiple straps to metal or wooden rails which ran along the exterior edge of the coach or carriage roof in order to keep them in place. A fully-loaded imperial could be quite heavy, so it was very important that they only be strapped to the roof of a coach which was strong enough to support the extra weight. Often, an imperial was ordered to be made at the same time that a new coach was ordered. Knowing the coach would be carrying an imperial , the coach-maker would make sure that the imperial was made to the correct dimensions, and that the coach frame and the roof were both constructed to be strong enough to support the additional weight of a fully packed imperial, even when the coach was traveling over rough roads.”
Because the subject was complex, Roger had written some fairly detailed notes to assist his memory. When he arrived at the attorney’s office, he stated the case while referring to the notes he had written. The attorney was impressed with the clarity and style of Roger’s manuscript, and said that, with just a few minor changes, it would be equal to any statement of the case he could write himself. The attorney then encouraged young Roger to seriously consider becoming an attorney. At about that time, Roger began a personal study of the law, though he was still very much occupied with the responsibilities of caring for his mother and younger siblings. Not long after, he thought it advisable to leave the shoemaking trade and enter into a business partnership with his older brother, who ran a general store, the first store in the town. Sherman quickly became one of the town’s leading citizens after introducing himself to both civil and religious affairs. Eventually, he became New Milford’s clerk. In 1745, he became a surveyor due to his excellent mathematical skills. At the age of 24 he was appointed to the position of county surveyor for Litchfield county. As an avid astronomer, he made astronomical calculations for an almanac that was published in New York.In 1748, he was a provider of astronomical calculations for almanacs of the day.
A local lawyer urged Sherman to read for the bar exam even though he did not have any formal training. Sherman was later admitted to the Litchfield bar in 1754 and acted as a representative of New Milford in the General assembly of Connecticut between 1755 and 1758 and again from 1760 to 1761. Sherman was elected to the Upper House of the Connecticut General Assembly and served there until 1785.
In January, 1775, the convention for the province of Pennsylvania was assembled. Of this convention, Mr. Smith was a member, and concurred in the spirited declaration made by that convention, that “if the British administration should determine by force to effect a submission to the late arbitrary acts of the British parliament, in such a situation, we hold it our indispensable duty to resist such force, and at every hazard to defend the rights and liberties of America.” Notwithstanding this declaration by the convention, a great proportion of the Pennsylvanians, particularly the numerous body of Quakers, were strongly opposed, not only to war, but even to a declaration of independence. 
James Smith retired from the Congress in 1777, and served in few public offices after: one term in the State assembly, a few months as a judge of the state High Court of Appeals, etc. He was reelected to Congress in 1785, but declined to attend due to advancing age. James Smith died in York, Pennsylvania, on 11 July 1806, and is interred in the First Presbyterian Churchyard there. Little is known about his work, because a fire destroyed his office and papers shortly before he died. Most experts believe he was 86 or 87 years of age when he passed, but his grave marker lists him as 93 years of age, making him one of the top three oldest of the signers of the Declaration of Independence. 
“In March 1767, Taylor purchased a 331 acre tract known as the ‘Manor of Chawton’ located approximately 15 miles west of Easton. There he built an impressive two-story Georgian stone house on a bluff overlooking the Lehigh River. He hired carpenters from Philadelphia to erect the home in 1768. This home still stands, identified as the George Taylor Mansion. Tragically, his wife Ann died that year. It is not known where she was buried. Among the possibilities suggested by historians are the new property, in Easton, and the Gallows Hill Cemetery. Taylor leased most of the property out in 1771 and in 1772 appears to have been living with his son, James, who had moved to what is now Allentown, PA.
“In 1775, he was part of the Pennsylvania delegation. Originally, the delegations were instructed to vote against separation. “When several delegates, including John Dickinson, chose not to vote in favor of the Declaration of Independence on July 4, the Assembly chose five replacements on July 20. They were George Taylor, George Ross, George Clymer, Dr. Benjamin Rush and James Smith, all of whom joined Congress and subsequently signed the Declaration of Independence when the engrossed copy of the document was ready for signatures on August 2, 1776.
Every Woman Dreams... 