A Start in Life

by Honore de Balzac
Translated by Katharine Prescott Wormeley

DEDICATION
To Laure.

Let the brilliant mind that gave me the subject of this Scene
have the honor of it.

Her brother,
De Balzac

A START IN LIFE
CHAPTER I

THAT WHICH WAS LACKING TO PIERROTIN'S HAPPINESS
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 suburbansolemnity, 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 successfullycompete 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 fiercecompetition. 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 ponderousflight 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 delightfulvalley in the basin of the

Oise to the little town of Isle-Adam, doublycelebrated 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 to Isle-Adam, beloved by every one along the way. Pierrotin's

vehicle, together with that of his comrade, and Pierrotin himself,
were so well known that even the inhabitants on the main road as far

as the Cave were in the habit of using them; for there was always
better chance of a seat to be had than in the Beaumont coaches, which

were almost always full. Pierrotin and his competitor were on the best
of terms. When the former started from Isle-Adam, the latter was

returning from Paris, and vice versa.
It is unnecessary to speak of the rival. Pierrotin possessed the

sympathies of his region; besides, he is the only one of the two who
appears in this veracious narrative. Let it suffice you to know that

the two coach proprietors lived under a good understanding, rivalled
each other loyally, and obtained customers by honorable proceedings.

In Paris they used, for economy's sake, the same yard, hotel, and
stable, the same coach-house, office, and clerk. This detail is alone

sufficient to show that Pierrotin and his competitor were, as the
popular saying is, "good dough." The hotel at which they put up in

Paris, at the corner of the rue d'Enghien, is still there, and is
called the "Lion d'Argent." The proprietor of the establishment, which

from time immemorial had lodged coachmen and coaches, drove himself
for the great company of Daumartin, which was so firmly established

that its neighbors, the Touchards, whose place of business was
directly opposite, never dreamed of starting a rival coach on the

Daumartin line.
Though the departures for Isle-Adam professed to take place at a fixed

hour, Pierrotin and his co-rival practised an indulgence in that
respect which won for them the gratefulaffection of the country-

people, and also violent remonstrances on the part of strangers
accustomed to the regularity of the great lines of public conveyances.

But the two conductors of these vehicles, which were half diligence,
half coucou, were invariably defended by their regular customers. The

afternoon departure at four o'clock usually lagged on till half-past,
while that of the morning, fixed for eight o'clock, was seldom known

to take place before nine. In this respect, however, the system was
elastic. In summer, that golden period for the coaching business, the