In cool mornings, before the sun was fairly up, it was worth a lifetime of city toiling and moiling to perch in the foretop with the driver and see the six mustangs scamper under the sharp snapping of the whip that never touched them; to scan the blue distances of a world that knew no lords but us; to cleave the wind with uncovered head and feel the sluggish pulses rousing to the spirit of a speed that pretended to the resistless rush of a typhoon! Then thirteen hundred miles of desert solitudes; of limitless panoramas of bewildering perspective; of mimic cities, of pinnacled cathedrals, of massive fortresses, counterfeited in the eternal rocks and splendid with the crimson and gold of the setting sun; of dizzy altitudes among fog-wreathed peaks and never-melting snows, where thunders and lightnings and tempests warred magnificently at our feet and the storm clouds above swung their shredded banners in our very faces! But I forgot. I am in elegant France now, and not scurrying through the great South Pass and the Wind River Mountains, among antelopes and buffaloes and painted Indians on the warpath. It is not meet that I should make too disparaging comparisons between humdrum travel on a railway and that royal summer flight across a continent in a stagecoach. I meant in the beginning to say that railway journeying is tedious and tiresome, and so it is--though at the time Iwas thinking particularly of a dismal fifty-hour pilgrimage between New York and St. Louis. Of course our trip through France was not really tedious because all its scenes and experiences were new and strange; but as Dan says, it had its "discrepancies."The cars are built in compartments that hold eight persons each. Each compartment is partially subdivided, and so there are two tolerably distinct parties of four in it. Four face the other four. The seats and backs are thickly padded and cushioned and are very comfortable; you can smoke if you wish; there are no bothersome peddlers; you are saved the infliction of a multitude of disagreeable fellow passengers. So far, so well. But then the conductor locks you in when the train starts; there is no water to drink in the car; there is no heating apparatus for night travel; if a drunken rowdy should get in, you could not remove a matter of twenty seats from him or enter another car; but above all, if you are worn out and must sleep, you must sit up and do it in naps, with cramped legs and in a torturing misery that leaves you withered and lifeless the next day--for behold they have not that culmination of all charity and human kindness, a sleeping car, in all France. I prefer the American system. It has not so many grievous "discrepancies."In France, all is clockwork, all is order. They make no mistakes. Every third man wears a uniform, and whether he be a marshal of the empire or a brakeman, he is ready and perfectly willing to answer all your questions with tireless politeness, ready to tell you which car to take, yea, and ready to go and put you into it to make sure that you shall not go astray.
You cannot pass into the waiting room of the depot till you have secured your ticket, and you cannot pass from its only exit till the train is at its threshold to receive you. Once on board, the train will not start till your ticket has been examined--till every passenger's ticket has been inspected.
This is chiefly for your own good. If by any possibility you have managed to take the wrong train, you will be handed over to a polite official who will take you whither you belong and bestow you with many an affable bow.
Your ticket will be inspected every now and then along the route, and when it is time to change cars you will know it. You are in the hands of officials who zealously study your welfare and your interest, instead of turning their talents to the invention of new methods of discommoding and snubbing you, as is very often the main employment of that exceedingly self-satisfied monarch, the railroad conductor of America.
But the happiest regulation in French railway government is--thirty minutes to dinner! No five-minute boltings of flabby rolls, muddy coffee, questionable eggs, gutta-percha beef, and pies whose conception and execution are a dark and bloody mystery to all save the cook that created them! No, we sat calmly down--it was in old Dijon, which is so easy to spell and so impossible to pronounce except when you civilize it and call it Demijohn--and poured out rich Burgundian wines and munched calmly through a long table d'hôte bill of fare, snail patties, delicious fruits and all, then paid the trifle it cost and stepped happily aboard the train again, without once cursing the railroad company. A rare experience and one to be treasured forever.
They say they do not have accidents on these French roads, and I think it must be true. If I remember rightly, we passed high above wagon roads or through tunnels under them, but never crossed them on their own level.
About every quarter of a mile, it seemed to me, a man came out and held up a club till the train went by, to signify that everything was safe ahead.
Switches were changed a mile in advance by pulling a wire rope that passed along the ground by the rail from station to station. Signals for the day and signals for the night gave constant and timely notice of the position of switches.
No, they have no railroad accidents to speak of in France. But why?
Because when one occurs, somebody has to hang for it! Not hang, maybe, but be punished at least with such vigor of emphasis as to make negligence a thing to be shuddered at by railroad officials for many a day thereafter. "No blame attached to the officers"--that lying and disaster-breeding verdict so common to our softhearted juries is seldom rendered in France.