CHAPTER I. THAT WHICH WAS LACKING TO PIERROTIN’S HAPPINESS

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      Railroads, in a future not far distant, must force certain industries to disappear forever, and modify several others, more especially those relating to the different modes of transportation in use around Paris. Therefore the persons and things which are the elements of this Scene will soon give to it the character of an archaeological work. Our nephews ought to be enchanted to learn the social material of an epoch which they will call the “olden time.” The picturesque “coucous” which stood on the Place de la Concorde, encumbering the Cours-la-Reine—coucous which had flourished for a century, and were still numerous in 1830, scarcely exist in 1842, unless on the occasion of some attractive suburban solemnity, like that of the Grandes Eaux of Versailles. In 1820, the various celebrated places called the “Environs of Paris” did not all possess a regular stage-coach service.

      Nevertheless, the Touchards, father and son, had acquired a monopoly of travel and transportation to all the populous towns within a radius of forty-five miles; and their enterprise constituted a fine establishment in the rue du Faubourg-Saint-Denis. In spite of their long-standing rights, in spite, too, of their efforts, their capital, and all the advantages of a powerful centralization, the Touchard coaches (“messageries”) found terrible competition in the coucous for all points with a circumference of fifteen or twenty miles. The passion of the Parisian for the country is such that local enterprise could successfully compete with the Lesser Stage company—Petites Messageries, the name given to the Touchard enterprise to distinguish it from that of the Grandes Messageries of the rue Montmartre. At the time of which we write, the Touchard success was stimulating speculators. For every small locality in the neighborhood of Paris there sprang up schemes of beautiful, rapid, and commodious vehicles, departing and arriving in Paris at fixed hours, which produced, naturally, a fierce competition. Beaten on the long distances of twelve to eighteen miles, the coucou came down to shorter trips, and so lived on for several years. At last, however, it succumbed to omnibuses, which demonstrated the possibility of carrying eighteen persons in a vehicle drawn by two horses. To-day the coucous—if by chance any of those birds of ponderous flight still linger in the second-hand carriage-shops—might be made, as to its structure and arrangement, the subject of learned researches comparable to those of Cuvier on the animals discovered in the chalk pits of Montmartre.

      These petty enterprises, which had struggled since 1822 against the Touchards, usually found a strong foothold in the good-will and sympathy of the inhabitants of the districts which they served. The person undertaking the business as proprietor and conductor was nearly always an inn-keeper along the route, to whom the beings, things, and interests with which he had to do were all familiar. He could execute commissions intelligently; he never asked as much for his little stages, and therefore obtained more custom than the Touchard coaches. He managed to elude the necessity of a custom-house permit. If need were, he was willing to infringe the law as to the number of passengers he might carry. In short, he possessed the affection of the masses; and thus it happened that whenever a rival came upon the same route, if his days for running were not the same as those of the coucou, travellers would put off their journey to make it with their long-tried coachman, although his vehicle and his horses might be in a far from reassuring condition.

      One of the lines which the Touchards, father and son, endeavored to monopolize, and the one most stoutly disputed (as indeed it still is), is that of Paris to Beaumont-sur-Oise—a line extremely profitable, for three rival enterprises worked it in 1822. In vain the Touchards lowered their price; in vain they constructed better coaches and started oftener. Competition still continued, so productive is a line on which are little towns like Saint-Denis and Saint-Brice, and villages like Pierrefitte, Groslay, Ecouen, Poncelles, Moisselles, Monsoult, Maffliers, Franconville, Presles, Nointel, Nerville, etc. The Touchard coaches finally extended their route to Chambly; but competition followed. To-day the Toulouse, a rival enterprise, goes as far as Beauvais.

      Along this route, which is that toward England, there lies a road which turns off at a place well-named, in view of its topography, The Cave, and leads through a most delightful valley in the basin of the Oise to the little town of Isle-Adam, doubly celebrated as the cradle of the family, now extinct, of Isle-Adam, and also as the former residence of the Bourbon-Contis. Isle-Adam is a little town flanked by two large villages, Nogent and Parmain, both remarkable for splendid quarries, which have furnished material for many of the finest buildings in modern Paris and in foreign lands—for the base and capital of the columns of the Brussels theatre are of Nogent stone. Though remarkable for its beautiful sites, for the famous chateaux which princes, monks, and designers have built, such as Cassan, Stors, Le Val, Nointel, Persan, etc., this region had escaped competition in 1822, and was reached by two coaches only, working more or less in harmony.

      This exception to the rule of rivalry was founded on reasons that are easy to understand. From the Cave, the point on the route to England where a paved road (due to the luxury of the Princes of Conti) turned off to Isle-Adam, the distance is six miles. No speculating enterprise would make such a detour, for Isle-Adam was the terminus of the road, which did not go beyond it. Of late years, another road has been made between the valley of Montmorency and the valley of the Oise; but in 1822 the only road which led to Isle-Adam was the paved highway of the Princes of Conti. Pierrotin and his colleague reigned, therefore, from Paris