In a political view, these games were productive of local advantages; for, being sacred to Jupiter, they protected the inhabitants of Elis against all the calamities of war. In an economical point of view, they were of general use; for, as Greece was generally short of horses, nothing was so likely to encourage the breeding of them as the emulation thus raised among the different states. The circulation of money also was not a trifling consideration; for the olive crown was obtained at great expense. By these games being celebrated at the beginning of every fifth year, the Greeks settled their chronology and dates; and as they lasted a thousand years, a great part of the traditional history of Greece rests upon their base. That the honour of the prize was above all price, the following anecdote shows:—A Spartan having gained the victory at the Olympic games with much difficulty, was asked what he should profit by it? “I shall have the honour,” said he, “of being posted before my king in battle.” As a further proof of the value and the moral effect of these contentions for honour, it is stated that, when a conqueror returned to his native city, he made his entry through a breach in the wall—by which was implied that cities inhabited by such men had no need of walls.
A senator of Rome, indeed, says Gibbon, “or even a citizen, conscious of his dignity, would have blushed to expose his person or his horses in a Roman circus. There, the reins were abandoned to servile hands; and, if the profits of a favourite charioteer sometimes exceeded those of an advocate, they were considered as the effect of popular extravagance, and the high wages of a disgraceful profession.” The Romans, with more pride, were far less intellectual than the Greeks; but it must still be borne in mind, that, inconsistently enough, the interest taken in the charioteers of Rome shook the very foundation of the government.
In modern times, notwithstanding the sneers directed against gentlemen-coachmen and driving-clubs, it is to them chiefly that this country is indebted for the present excellent state of the roads, and for safe and expeditious travelling. The taste for driving produced, between men of property and those connected with the road, an intercourse which has been productive of the best results. Road-makers, and those who have the care of roads, if they have not acted under the immediate direction of these amateur drivers, have been greatly benefited by their advice—doubly valuable, as proceeding from knowledge of what a road ought to be. The intercourse also that has lately been carried on between proprietors of inns and of coaches, and gentlemen fond of driving, has greatly tended to direct the attention of the former to the accommodation and comfort of travellers. The improvement in carriages—stage-coaches more especially—would never have arrived at its present height, but for the attention and suggestions of such persons.
Moreover, the notice taken by gentlemen of coachmen, who are at once skilful and who conduct themselves well, has worked the reformation which has been of late years witnessed in that useful part of society.
Gentleman-driving, however, has received a check, very few four-in-hands being visible. The B. D. C., or Benson Driving Club, which now holds its rendezvous at the Black Dog, Bedfont, is the only survivor of those numerous driving associations whose processions used, some twenty years ago, to be among the most imposing, as well as peculiar spectacles in and about the metropolis.[73]
[73] The reader will bear in mind that this is many years after date. The R.D.C., which is now in the “Crescent,” promises an ascendant of no mean effulgence.—Ed. Fifth Edition.
THE ROADS.
The excellence of our present mail-coach work reflects the highest credit on the state of our roads. The hills on great roads are now cut triangularly, so that drivers ascend nearly all of them in a trot. Coachmen have found out that they are gainers here, as, in the trot, every horse does his share, whereas, very few teams are all at work together when walking.
As, however, dreadful accidents have occurred to coaches when descending hills, a very simple expedient has been suggested, by which these accidents may be avoided. It is merely a strip of gravel, or broken stone, about one yard wide, and four or five inches deep, left on the near side of the hill, and never suffered to bind or diminish. This would afford that additional friction (technically called a bite) to the two near-side wheels, so that the necessity of a drag-chain (never to be trusted) would be done away with, and even in case of a hame-strap or pole-chain giving way, one wheel-horse would be able to hold back a coach, however heavily laden. No inconvenience to the road, it is observed, could arise from this precaution, as carriages ascending the hills would never be required to touch the loose gravel, it not being on their side of the road. This has been objected to, because some of the loose stones might find their way into the middle of the road. But, admitting this might be the case, a trifling attention on the part of the surveyor would obviate the objection. A man might be employed every second or third day to rake these stones back again. At the same time, it is obvious that the neat appearance of a road is not to be put in the scale against the limbs and lives of the people.—Some more permanent contrivance than loose stones even might be found.