Kitabı oku: «The Automobilist Abroad», sayfa 2

The automobilist touring France should make friends with the nearest cambrioleur if he is in trouble. In England this is risky, a "gas-pipe thread" being the average lay workman's idea of "fixing you up."

Away back in Chaucer's day folk were "longen to gon on pilgrimages," and it does not matter in the least what the ways and means may be, the motive is ever the same: a change of scene.

This book is no unbounded eulogy of the automobile, although its many good qualities are recognized. There are other methods of travel that, in their own ways, are certainly enjoyable, but none quite equal the automobile for independence of action, convenience, and efficiency. It is well for all motor-car users, however, to realize that they are not the only road users, and to have a due regard for others, – not only their rights, but their persons. This applies even more forcibly, if possible, to the automobilist en tour.

One must in duty bound regulate his pace and his actions by the vagaries of others, however little he may want to, or unfortunate consequences will many times follow. Always he must have a sharp look ahead and must not neglect a backward glance now and then. He must not dash through muddy roads and splash passers-by (a particularly heinous offence in England), and in France he must observe the rule of the road (always to the right in passing, – no great difficulty for an American, but very puzzling to an Englishman), or an accident may result which will bring him into court, and perhaps into jail, unless he can assuage the poor peasant's feelings for the damaged forelegs of his horse or donkey by a cash payment on the spot.

Maeterlinck's "wonderful, unknown beast" is still unknown (and feared) by the majority of outsiders, and the propaganda of education must go on for a long time yet. Maeterlinck's great tribute to the automobile is his regard for it as the conqueror of space. Never before has the individual man been able to accomplish what the soulless corporations have with railway trains. In steamboat or train we are but a part and parcel of the freight carried, but in the automobile we are stoker, driver, and passenger in one, and regard every road-turning and landmark with a new wonder and appreciation.

We are the aristocrats of tourists, and we are bound therefore to have a kindly regard for other road users or a revolution will spring up, as it did in feudal times.

Take Maeterlinck's wise sayings for your guide, and be tolerant of the rights of others. This will do automobilism more good than can be measured, for it has come to stay, and perhaps even advance. The days of the horse are numbered.

"In accord with the needs of our insatiable, exacting soul, which craves at once for the small and the mighty, the quick and the slow; here it is of us at last, it is ours, and offers at every turn glimpses of beauty that, in former days, we could only enjoy when the tedious journey was ended."

The "tour abroad" has ever been the lodestone which has drawn countless thousands of home-loving English and Americans to Continental Europe. Pleasure – mere pleasure – has accounted for many of these pilgrims, but by far the largest proportion have been those who seek education and edification combined.

One likes to be well cared for when he journeys, whether by road or rail, and demands accordingly, if not all the comforts of home, at least many things that the native knows or cares little of. A Frenchman does not desire a sitting-room, a reading-room, or a fire in his sleeping-room, and, according to his lights, he is quite right. He finds all this at a café, and prefers to go there for it. The steam-heated hotel, with running water everywhere, is a rarity in France, as indeed it is in England.

Outside Paris the writer has found this combination but seldom in France; at Lyons, Marseilles, Moulins in the Allier, and at Chatellerault in Poitou only. Modernity is making its way in France, but only in spots; its progress is steady, but as yet it has not penetrated into many outlying districts. Modern art nouveau ideas in France, which are banal enough, but which are an improvement over the Eastlake and horsehair horrors of the Victorian and Louis-Philippe periods, are tending to eliminate old-fashioned ideas for the benefit of the traveller who would rather eat his meals in a bright, airy apartment than in stuffy, dark hole known in England as a coffee-room.

In France, in particular, the contrast of the new and old that one occasionally meets with is staggering. It is all very well in its way, this blending of antiquity and modernity, and gives one something of the thrill of romance, which most of us have in our make-up to a greater or lesser extent; but, on the other hand, romance gets some hard knocks when one finds a Roman sarcophagus used as a watering-trough; or a chapel as an automobile garage, as he often will in the Midi.

One thing the American, and the Britisher to a lesser extent, be he automobilist or mere tourist, must fully realize, and that is that the tourist business is a more highly developed industry in Continental Europe than it is anywhere else. In Switzerland one may well say that it is a national industry, and in some parts of France (always omitting Paris, which is not France) it is practically the same thing; Holland and Belgium are not far behind, and neither is the Rhine country; so that the tourist in Europe finds that creature comforts are always near at hand. The automobilist does not much care whether they are near at hand or not. If he doesn't find the accommodations he is looking for on the borders of Dartmoor, he can keep on to Exmoor, and if Nevers won't suit his purpose for the night he can get to Moulins in an hour.

A hotel that is full and overflowing is no more a fear or a dread; the automobilist simply takes the road again and drops in on some market-town twenty, thirty, or fifty miles away and finds accommodations that are equally satisfactory, with the possibility – if he looks in at some little visited spot like Meung or Beaugency in Touraine, Ecloo in Holland, or Reichenberg on the Rhine – that he will be more pleased with his surroundings than he would be in the large towns which are marked in heavy-faced type in the railway guides, and whose hotels are starred by Baedeker.

In most countries the passport is no longer a necessary document in the traveller's pocketbook, though the Britisher still fondly arms himself with this "protection," and the American will, if it occurs to him, be only too glad to contribute his dollars to the fees of his consulate or embassy in order to possess himself of a gaudy thing in parchment and gold which he can wave in front of any one whom he thinks transgresses his rights as an American citizen: "from the land of liberty, and don't you forget it."

This is all very well and is no doubt the very essence of a proper patriotism, but the best pièce d'identité for the foreigner who takes up his residence in France for more than three months is a simple document which can be obtained from the commissaire de police. It will pass him anywhere in France that a passport will, is more readily understood and accepted by the banker or post-office clerk as a personal identification, and will save the automobile chauffeur many an annoyance, if he has erred through lack of familiarity with many little unwritten laws of the land.

The automobilist en tour always has the identification papers of his automobile; in England his "License," and in France his "Certificat de Capacité" and "Récépisse de Déclaration," which will accomplish pretty much all the passport of other days would do if one flourished it to-day before a stubborn octroi official or the caretaker of a historical monument.

The membership card of the Italian, Swiss, or French touring clubs will do much the same thing, and no one should be without them, since membership in either one or all is not difficult or costly. (See Appendix.)

France is the land par excellence for the tourist, whether by road or rail. The art of "le tourisme" has been perfected by the French to even a higher degree than in Switzerland. There are numerous societies, clubs, and associations, from the all-powerful Touring Club de France downward, which are attracting not only the French themselves to many hitherto little-known corners of "la belle France," but strangers from over the frontiers and beyond the seas. These are not the tourists of the conventional kind, but those who seek out the little-worn roads. It is possible to do this if one travels intelligently by rail, but it is a great deal more satisfactorily done if one goes by road.

Here and there, scattered all over France, in Dauphiné, in Savoie, and in the Pyrenees, one finds powerful "Syndicats d'Initiative," which not only care for the tourist, but bring pressure to bear on the hotel-keeper and local authorities to provide something in the way of improvements, where they are needed, to make a roadway safe, or to restore a historical site or monument.

In the Pyrenees, and in the Alps of Savoie and Dauphiné, one finds everywhere the insignia of the "Club-Alpin Français," which caters with information, etc., not only to the mountain-climber, but to the automobilist and the general tourist as well.

More powerful and effective than all – more so even than the famous Automobile Club de France – is the great Touring Club de France, which, with the patronage of the President of the Republic, and the influence of more than a hundred thousand members, is something more than a mere touring club.

In the fourteen years of its existence not only has the Touring Club de France helped the tourist find his way about, but also has taken a leading part in the clearing away of the debris in many a moss-grown ruin and making of it a historical monument as pleasing to view as Jumièges on the Seine, or world-famed Les Baux in Provence.

It has appointed itself the special guardian of roads and roadways, so far as the placing of signboards along the many important lines of communication is concerned; it has been the means of having dug up untold kilometres of Renaissance pavement; has made, almost at its own expense, a magnificent forty-kilometre road known as the Corniche de l'Esterel; and has given the backward innkeeper such a shock that he has at last waked up to the needs of the twentieth-century traveller. All this is something for a touring organization to have accomplished, and when one can become a part and parcel of this great organization, and a sharer in the special advantages which it has to offer to its members for the absurdly small sum of five francs per annum, the marvel is that it has not half a million members instead of a hundred thousand.

Chapter III
Roads & Routes

The chief concern of the automobilist to-day, after his individual automobile, is the road question, the "Good Roads Question," as it has become generally known. In a new country, like America, it is to be expected that great connecting highways should be mostly in the making. It is to be regretted that the development should be so slow, but things have been improving in the last decade, and perhaps America will "beat the world" in this respect, as she has in many others, before many future generations have been born.

In the excellence and maintenance of her roads France stands emphatically at the head of all nations, but even here noticeable improvement is going on. The terrific "Louis Quatorze pavé," which one finds around Paris, is yearly growing less and less in quantity. The worst road-bed in France is that awful stretch from Bordeaux, via Bazas, to Pau in Navarre, originally due to the energy of Henri IV., and still in existence for a space of nearly a hundred kilometres. One avoids it by a détour of some twenty odd kilometres, and the writer humbly suggests that here is an important unaccomplished work for the usually energetic road authorities of France.

After France the "good roads" of Britain come next, though in some parts of the country they are woefully inadequate to accommodate the fast-growing traffic by road, notably in London suburbs, while some of the leafy lanes over which poets rhapsodize are so narrow that the local laws prevent any automobile traffic whatever. As one unfortunate individual expressed it, "since the local authorities forbid automobiles on roadways under sixteen feet in width, I am unable to get my motor-car within nine miles of my home!"

In England something has been done by late generations toward roads improvement. The first awakening came in 1820, and in 1832 the London-Oxford road had been so improved that the former time of the stage-coaches had been reduced from eight to six hours. Macadam in 1830, and Stevenson in 1847, were the real fathers of the "Roads Improvement Movement" in England. The great faults of English roads are that they are narrow and winding, almost without exception. There are 38,600 kilometres of highways (the figures are given on the metric scale for better comparison with Continental facts and figures) and 160,900 of by-roads. There are sixty-six kilometres of roads to the square kilometre (kilometre carré).

In Germany the roads system is very complex. In Baden, the Palatinate, and the Grand Duchy of Hesse they cede nothing to the best roads anywhere, but in the central and northern provinces they are, generally speaking, much poorer. There are fifty-four kilometres of roads of all grades to the kilometre carré.

In Belgium the roads are greatly inferior to those of France, and there are immeasurable stretches of the vilest pavement the world has known, not only near the large towns, but great interior stretches as well. There are 17,500 kilometres of Chemins Vicinaux and 6,990 kilometres of Chemins de Grands Communications. They average, taken together, eighty-three kilometres to the kilometre carré.

In Switzerland the roads are thoroughly good everywhere, but many, particularly mountain-roads, are entirely closed to automobile traffic, and the regulations in many of the towns are so onerous that it is anything but agreeable to make one's way through them. There are thirty-two kilometres to the kilometre carré. The Simplon Pass has only recently (1906) been opened to automobile traffic. No departure can be made from Brigue, on the Swiss side, or from Gondo, in Italy, after three P.M. Speed (vitesse) must not exceed ten kilometres on the stretches, or two kilometres around the corners. Fines for infringement of the law run from twenty to five hundred francs.

Italy, with a surface area one-half that of France, has but a quarter of the extent of the good roads. They are of variable quality, but good on the main lines of travel. In the ancient kingdom of Sardinia will be found the best, but they are poor and greatly neglected around Naples, and, as might be expected, in Sicily.

In Austria the roads are very variable as to surface and maintenance, and there are numerous culverts or canivaux across them. There are 21,112 kilometres of national roads, 66,747 kilometres of provincial roads, and 87,859 of local roads. They average fourteen kilometres to the kilometre carré.

The history of the development of the modern roadway is too big a subject to permit of its being treated here; suffice it to recall that in England and France, and along the Rhine, the lines of the twentieth-century main roads follow the Roman roads of classic times.

In France, Lyons, in the mid-Rhône valley, was a great centre for the radiating roadways of Gaul. Strategically it was important then as it is important now, and Roman soldiery of the past, as the automobilist of to-day, had here four great thoroughfares leading from the city. The first traversed the valleys of the Rhine and the Meuse; the second passed by Autun, Troyes, Chalons, Reims, Soissons, Noyon, and Amiens; the third branched in one direction toward Saintes, and in another to Bordeaux; while the fourth dropped down the Rhône valley direct to Marseilles.

More than thirty thousand kilometres of roadways were in use throughout Gaul during the Roman occupation, of which the four great routes (viæ publicæ) formed perhaps four thousand.

Of the great highways of France, the Grandes Routes Nationales, of which all travellers by road have the fondest and most vivid memories, it is well to recall that they were furthered, if not fathered, by none other than Napoleon, who, for all he laid waste, set up institutions anew which more than compensated for the destructions.

The great roadways of France, such as the Route de Bretagne, running due west from the capital, and those leading to Spain, Switzerland, Italy, and the Pays Bas, had their origin in the days of Philippe-Auguste. His predecessors had let the magnificently traced itineraries of the Romans languish and become covered with grass – if not actually timber-grown.

The arrangement and classification laid down by Philippe-Auguste have never been changed, simply modified and renamed; thus the Routes Royales– such as followed nearly a straight line from Paris by the right bank of the Loire to Amboise and to Nantes – became the Routes Nationales of to-day.

Soon wheeled traffic became a thing to be considered, and royal cortèges moved about the land with much the same freedom and stateliness of the state coaches which one sees to-day in pageants, as relics of a past monarchical splendour.

Louis XI. created the "Service des Postes" in France, which made new demands upon the now more numerous routes and roadways, and Louis XII., François I., Henri II., and Charles IX., all made numerous ordinances for the policing and maintenance of them.

Henri IV., and his minister Sully, built many more of these great lines of communication, and thus gave the first real and tangible aid to the commerce and agriculture of the kingdom. He was something of an aesthetic soul too, this Henri of Bearn, for he was the originator of the scheme to make the great roadways of France tree-shaded boulevards, which in truth is what many of them are to-day. This monarch of love, intrigues, religious reversion, and strange oaths passed the first (and only, for the present is simply a continuance thereof) ordonnance making the planting of trees along the national highroads compulsory on the local authorities.

Under Louis XIV., Colbert continued the good work and put up the first mile-stone, or whatever its equivalent was in that day, measuring from the Parvis de Notre Dame at Paris. Some of these Louis XIV. bornes, or stones, still exist, though they have, of course, been replaced throughout by kilometre stones.

The foregoing tells in brief of the natural development of the magnificent roads of France. Their history does not differ greatly from the development of the other great European lines of travel, across Northern Italy to Switzerland, down the Rhine valley and, branching into two forks, through Holland and through Belgium to the North Sea.

In England the main travel routes run north, east, south, and west from London as a radiating centre, and each took, in the later coaching days, such distinctive names as "The Portsmouth Road," "The Dover Road," "The Bath Road," and "The Great North Road." Their histories have been written in fascinating manner, so they are only referred to here.

It is in France, one may almost say, that automobile touring begins and ends, in that it is more practicable and enjoyable there; and so la belle France continually projects itself into one's horizon when viewing the subject of automobilism.

It may be that there are persons living to-day who regret the passing of the good old times when they travelled – most uncomfortably, be it remarked – by stage-coach and suffered all the inclemencies of bad weather en route without a word of protest but a genial grumble, which they sought to antidote by copious libations of anything liquid and strong. The automobile has changed all this. The traveller by automobile doesn't resort to alcoholic drinks to put, or keep, him in a good humour, and, when he sees a lumbering van or family cart making its way for many miles from one widely separated region to another, he accelerates his own motive power and leaves the good old ways of the good old days as far behind as he can, and recalls the words of Sidney Smith:

 
"The good of other times let others state,
I think it lucky I was born so late."
 

A certain picturesqueness of travel may be wanting when comparing the automobile with the whirling coach-and-four of other days, but there is vastly more comfort for all concerned, and no one will regret the march of progress when he considers that nothing but the means of transportation has been changed. The delightful prospects of hill and vale are still there, the long stretches of silent road and, in France and Germany, great forest routes which are as wild and unbroken, except for the magnificent surface of the roads, as they were when mediæval travelers startled the deer and wild boar. You may even do this to-day with an automobile in more than one forest tract of France, and that not far from the great centres of population either.

The invention of carriage-springs – the same which, with but little variation, we use on the automobile – by the wife of an apothecary in the Quartier de St. Antoine at Paris, in 1600, was the prime cause of the increased popularity of travel by road in France.

In 1776, the routes of France were divided into four categories:

1. Those leading from Paris to the principal interior cities and seaports.

2. Those communicating directly between the principal cities.

3. Those communicating directly between the cities and towns of one province and those of another.

4. Those serving the smaller towns and bourgs.

Those in the first class were to be 13.35 metres in width, the second 11.90, the third 10, the fourth 7.90. The road makers and menders of England and America could not get better models than these.

The advent of the automobile has brought a new factor into the matter of road making and mending, but certainly he would be an ignorant person indeed who would claim that the automobile does a tithe of the road damage that is done by horse-drawn traffic.

At a high rate of speed, however, the automobile does raise a fine sandy dust, and exposes the macadam. A French authority states that up to twenty to twenty-five kilometres an hour the automobile does little or no harm to the roads, but when they increase to over fifty kilometres an hour they do damage the surface somewhat. Just what the ultimate outcome of it will be remains to be seen, but France is unlikely to do anything which will work against the interests of the automobilist.

In consequence of this newer and faster mode of travelling, it is being found that on some parts of the roads the convexity of the surface is too great, and especially at curves, where fast motors frequently skid on the rounded surface. To obviate this a piece of road near the Croix d'Augas in the Orleannais has had the outer side of the curve raised eight centimetres above the centre of the road, in somewhat the same manner as on the curve of a railway. Since this innovation has proved highly successful and pleasing to the devotees of the new form of travel, it is likely to be further adopted.

In the early period of the construction of French roads the earth formation was made horizontal, but Trésaguet, a French engineer, introduced the rounded form, or camber, and this is the method now almost generally adopted, both in France and England. Only some 14,000 kilometres of the national routes have a hand-set foundation, the others being what are termed broken-stone roads – the stone used is broken in pieces and laid on promiscuously, after the system introduced by Macadam. Some of the second and third class, roads are constructed of gravel, and others, of earth.

From the official report of 1893 it appears that the cost of maintenance of roads in France was as follows:

The above is for materials and labour on the roadways only, and something between 33 1/3 per cent, and 50 per cent. is added for the maintenance of watercourses and sidewalks, the planting of trees, and for general administrative expenses.

Excepting for twenty kilometres or so around Paris, the vehicular traffic on the country roads of France does not seem to be in any way excessive. The style of vehicles in France that carry into the cities farm and garden produce, wood, stone, etc., are large wagons with wheels six to seven feet in diameter. These wagons are more easily hauled and naturally do less damage to the roads than narrow-tired, low-wheeled trucks or drays. The horses in Paris, and in the country, are nearly all plain shod, with no heels or toes to act like a pick to break up the surface. Sometimes even one sees draught-horses with great flat, iron shoes extending out beyond the hoof in all directions.

The question of the speed of the automobile on the roads, in France and England, as indeed everywhere else, has been the moot point in all legislation that has been attempted.

The writer thinks the French custom the best. You may legally go at thirty kilometres an hour, and no more. If you exceed this you do it at your own risk. If an accident happens it may go hard with you, but if not, all is well, and you have the freedom of the road in all that the term implies. In the towns you are often held down to ten, eight, or even six kilometres an hour, but that is merely a local regulation, for your benefit as much as for the safety of the public, for many a French town has unthought-of possibilities of danger in its crooked streets and unsafe crossings.

Good roads have much to do with the pleasure of automobilism, and competent control and care of them will do much more. Where a picked bit of roadway has been chosen for automobile trials astonishing results have been obtained, as witness the Gordon-Bennett Cup records of the last six years, where the average speed per hour consistently increased from thirty-eight miles to nearly fifty-five, and this for long distances (three hundred and fifty miles or more).

To meet the new traffic conditions the authorities must widen the roads here and there, remove obstructions at corners, make encircling boulevards through narrowly laid out towns, and erect warning signs, like the following, a great deal more numerously than they have as yet.

They have very good automobile laws in France in spite of their anomalies. You agree to thirty-seven prescribed articles, and go through sundry formalities and take to the road with your automobile. In the name of the President of the Republic and the "peuple français," you are allowed thirty kilometres an hour in the open country, and twenty in the towns. You can do anything you like beyond this – at your own risk, and so long as no accident happens nothing will be said, but you must pull up when you come to a small town where M. le Maire, in the name of his forty-four electors, has decreed that his village is dangerously laid out for fast traffic, – and truth to tell it often is, – and accordingly you are limited to a modest ten or even less. It is annoying, of course, but if you are on a strange itinerary you had best go slow until you know what trouble lies ahead.

In theory la vitesse is national in France, but in practice it is communal, and the barriers rise, in the way of staring warnings posted at each village-end, like the barriers across the roads in the times of Louis XI.

Except in Holland, where some "private roads" still exist, and in certain parts of England, the toll-gate keeper has become almost an historical curiosity. It is true, however, that in England one does meet with annoying toll-bridges and gates, and in France one has equally annoying octroi barriers.

One recognizes the vested proprietary rights, many of which, in England, are hereditary, of certain toll-gates and bridges, but it is hard in these days, when franchises for the conduct of public services are only granted for limited periods, that legislation, born of popular clamour, should not confiscate, or, better, purchase at a fair valuation, these "rights," and make all roads and bridges free to all.

In France there are no toll-gates or bridges, or at least not many (the writer recalls but one, a bridge at La Roche-Guyou on the Seine, just above Vernon), but there are various state ferries across the Seine, the Rhône, the Saône, and the Loire, where a small charge is made for crossing. These are particularly useful on the lower Seine, in delightful Normandy, as there are no bridges below Rouen.

In France one's chief delays on the road are caused by the octroi barriers at all large towns, though only at Paris and, for a time, at St. Germain do they tax the supplies of essence (gasoline) and oil, which the automobilist carries in his tanks.

The octroi taxes are onerous enough in all conscience, but it is a pity to annoy automobilists in the way the authorities do at the gates of Paris, and it's still worse for a touring automobile to be stopped at the barrier of a town like Evreux in Normandy, or Tarare in the Beaujolais. Whatever does the humble (and civil, too) guardian do it for, except to show his authority, and smile pleasantly, as he waves you off after having brought you to a full stop at the bottom of a twisting cobble-stoned, hilly street where you need all the energy and suppleness of your motor in order to reach the top.

There are not many of these abrupt stops, outside the large towns, and nowhere do they tax you on your oil or essence except at Paris – where you pay (alas!) nearly as much as the original cost.

At Rouen the guardian comes up, looks in your tonneau to see if you have a fish or a partridge hidden away, and sends you on your way with a bored look, as though he disliked the business as much as you do. At Tours, if you come to the barrier just as the official has finished a good lunch, he simply smiles, and doesn't even stop you. At Marseilles you get up from your seat and let the official poke a bamboo stick down among your chambres d'air, and say nothing – provided he does not puncture them; if he does, you say a good deal, but he replies by saying that he was merely doing his duty, and meant no harm.