On the main express routes that radiate outward from Brussels in every direction there were a number of rapides, or fast express trains, that made very good time indeed—a speed of a kilometre per minute being about the average. On the international express trains, some of which are first-class only, the speed was somewhat higher, but these we never had occasion to use. After the rapides came the express trains, generally marked “direct” or “semi-direct,” according to whether or not they made any intermediate stops before reaching their final destination. These were only moderately fast, and, if they did stop anywhere, lingered so long that the time gained by their previous speed was largely lost. Then came the type of local train called omnibus or ordinaire, that stopped at every station. To the American these trains would seem astoundingly slow, even for a land that is never in a hurry. Each stop is dragged out, minute after minute, until it seems certain that either a terrible accident must have occurred ahead, or the train crew has gone on strike. Actually, more than once, we did see part of the crew returning from an estaminet hard by whither they had gone to have a friendly glass. Finally, however, the red-capped station master blows his whistle and the train reluctantly pulls away. To make a trip of sixty kilometres (forty miles) by one of these trains took, on more than one occasion, two hours and a quarter, and the train arrived on time!
This last point is a feature of the Belgian railway trains. They are almost invariably on time, and lateness is a matter for strict examination on the part of the officials and severe penalties for those responsible. However, there does not seem to be much credit attached to being on time when the schedule allows for a stop of from two to fifteen minutes at each station. The man primarily responsible for the movement of the trains is not the conductor or engineer but the chef de gare, or station-master. He, or his deputy if the station is a large one with many trains, must be on hand when each train pulls in, and give the signal for its departure. His dark-red cap, embroidered with gold braid, is therefore in evidence at every station, and until this high functionary gives the word no train moves. As it is, each leaves exactly on time—but not a second before, no matter if every passenger has been in place and the doors slammed and fastened for the last five minutes!
The foregoing description of the Belgian State Railway refers, of course, to the service as it existed down to the end of July. Since then the destruction of tracks, bridges and tunnels by one army or another has put most of the system out of operation. One of the saddest phases of the war is that every one of the thousands of employés of the Belgian State Railway—from the highest supervising official to the humblest track walker—was working faithfully and efficiently, and planning the future of his frugal life, upon the assurance that promotion and an old-age pension would reward his zeal. This obligation toward its employés the Belgian Government has ever faithfully observed, and in the course of our travels we met many middle-aged men who told us that they were looking forward to the day when their terms of duty would end and they would be pensioned on half pay to enjoy a few years of well-earned repose. Probably not one of these men ever seriously dreamed that an event could occur that would, in the course of a few swift weeks, blot out the record of his life work, and deprive him of all opportunity for promotion, for pension, and even for employment. No doubt the death toll of the battles on the plains of Flanders has been heavy among these courteous, capable and industrious men—many of whom were liable for military service in time of war—but let us hope that peace, when it comes, will bring to each survivor his old post again, with the old good service record unforgotten, and that he will receive the pension he rightfully expects and that his country would gladly give—at last.
To those who enjoy rambling through the byways of history there is no town richer in associations, yet less spoiled by the visits of the all but ubiquitous tourist, than Dixmude. At present this little city is situated fifteen miles from the sea, yet all the ancient chroniclers aver that prior to the thirteenth century it was a seaport with a commerce overseas and a not inconsiderable fishing fleet. As one looks across the miles and miles of pleasant fields, interspersed with waving windmills and tiny villages, this part of the ancient city’s history seems utterly incredible, but it is too well authenticated to be disputed. Ten times, so the histories tell us, Dixmude was besieged and bravely defended by its citizens. More than once it was destroyed by fire and rebuilt, but at last the blight that destroyed the prosperity of its larger and more powerful neighbours, Ypres, Bruges and Ghent, struck at the heart of its industries as well and it sank by imperceptible degrees into its long sleep.
Like the abode of the Sleeping Princess, of whom Tennyson wrote, one might almost fancy that all life had stopped centuries ago at the wave of some magic wand. The summer’s sun and winter’s rain and snow of half a thousand years have left but the faintest traces on its old houses and its great parish church of St. Nicholas. The pride and joy of this church is its altar screen, or jubé, said to have been designed by Urban Taillebert, the architect of the Church of St. Martin at Ypres and many other celebrated works of around the year 1600. There is also an “Adoration of the Magi” by Jordaens, and the usual collection of minor works of art. To us, however, this old church was far more interesting externally than within, its huge clock tower resembling nothing else that we had seen in Flanders or elsewhere. The Grande Place, from which one can obtain a fine view of the old church with a row of Lilliputian houses nestling below it, is big enough to accommodate all the present inhabitants of the town in one corner. In its prime Dixmude is said to have had thirty thousand inhabitants, and all the room on the Place was, no doubt, needed on market days, but it does not have a fifteenth of that number now, and the wide, grass-grown expanse of cobble-stones is entirely deserted.
The jubé, or altar screen, already mentioned, is the one great “sight” of the little town, and every one asks without fail whether you have yet seen it. It is assuredly well worth seeing, being wonderfully graceful and dainty, and, perhaps, the finest thing of its kind in Northern Europe. The other famous chef d’œuvre of Dixmude is culinary instead of artistic. This is a kind of brioche called zieltjenskoeken, or gateaux d’ames—a sort of “soul cooky,” as it were. Twice a year, on certain religious occasions, the inhabitants of Dixmude consume vast quantities of these confections, which are claimed to possess the property—if eaten on the prescribed days—of delivering one’s soul from purgatory and sending it straight to Paradise. We were unfortunately unable to verify this, as our visit did not come on the right day, but we found the butter of Dixmude—which has enjoyed a great reputation for centuries—to be all that was claimed for it, although the Professor insisted on putting a shake of salt on his, to the great horror of the maid who served our dinner.
Had some Madame Thebes told us what the near future had in store for this sleepy and quaint old city we would have spent days instead of hours in it, but last June its importance did not seem to justify giving it a chapter so we planned to visit Furnes the same day. To-day the name of Dixmude has been heard to the farthest ends of the world, its great square echoes to the tramp of armed men, its old church—after standing for so many centuries—is said to have fallen before the withering storm of shrapnel and shells that for days rained down upon its defenders. It has been taken and retaken by each side in the gigantic combat more than once. It is asleep no longer, forgotten no longer; and, in years to come, reverent visitors from many nations will visit what may remain of the ancient town. For these the chief interest will not lie in the walls of the ruined church or the relics of the departed jubé, if any there be, but out in the open, pleasant fields where, in trenches that the kindly hand of nature will gradually obliterate, the brave men of four nations met in one of the fiercest and bloodiest death grapples of the great war.
But last July both Madame Thebes and the cannon were silent, so again taking our faithful omnibus after the dinner—which we obtained at one of the little restaurants overlooking the Grande Place—we next journeyed northward to Furnes, which is only a few miles distant across the flat Flemish plain. Furnes, according to the antiquarians, dates from as early as the year 800, and its day of greatness had come and gone centuries ago. Its crooked streets, quaint gabled houses, and picturesque corners seemed more mediæval than any place we had visited—surpassing even Dixmude in this