Drood - Страница 2

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There was more to this scandal, of course—protests by Catherine’s parents, public retractions of those protests forced by Dickens and his solicitors, bullying and misleading public statements by the author, legal manoeuvrings, much terrible publicity, and a final and irrevocable legal separation forced on his wife. He eventually refused to communicate with her at all, even about the well-being of their children.

All this from the man who epitomised, not just for England but for the world, the image of “the happy home.”

Of course Dickens still needed a woman in his house. He had many servants. He had nine children at home with whom he did not wish to be bothered except when he was in the mood to play with them or dangle them on his knee for photographs. He had social obligations. There were menus and shopping lists and florists’ orders to prepare. There was much cleaning and organising to oversee. Charles Dickens needed to be freed from all these details. He was, you must understand, the world’s greatest writer.

Dickens did the obvious thing, although it might not have seemed so obvious to you or to me. (Perhaps in this distant twentieth or twenty-first century to which I consign this memoir, it is the obvious thing. Or perhaps you have, if you are smart, abandoned the quaint and idiotic institution of marriage altogether. As you will see, I avoided matrimony in my time, choosing to live with one woman while having children with another, and some in my time, to my great pleasure, called me a scoundrel and a cad. But I digress.)

So Dickens did the obvious thing. He elevated Catherine’s spinster sister Georgina to the role of surrogate wife, mistress of his household, and discipline-mistress of his children, hostess at his many parties and dinners, not to mention Sergeant Major to the cook and servants.

When the inevitable rumours began—centred on Georgina rather than on Ellen Ternan, who had receded, one might say, from the gaslights to the shadows—Dickens ordered a doctor to Tavistock House. The doctor was told to examine Georgina and then was ordered to publish a statement, which he did, declaring to all and sundry that Miss Georgina Hogarth was virgo intacta.

And that, Charles Dickens assumed, would be that.

His younger daughter would later say to me, or at least say within my hearing, “My father was like a madman. This affair brought out all that was the worst—and all that was the weakest—in him. He did not care a damn what happened to any of us. Nothing could surpass the misery and unhappiness of our home.”

If Dickens was aware of their unhappiness, or if it mattered to him if he was indeed aware, he did not show it. Not to me, nor to his newer and ultimately closer friends.

And he was correct in his assumption that the crisis would pass without his readers’ abandoning him. If they knew of his domestic irregularities at all, they had obviously forgiven him. He was, after all, the English prophet of the happy home and the world’s greatest writer. Allowances must be made.

Our male literary peers and friends also forgave and forgot—with the exception of Thackeray, but that is another story—and I must admit that some of them, some of us, tacitly or privately, applauded Charles’s freeing himself of his domestic obligations to such an unattractive and perpetually dragging sea anchor. The break gave a glimmer of hope to the bleakest of married men and amused us bachelors with the thought that perhaps one could come back from that undiscovered matrimonial country from which it was said that no man could ever return.

But, I pray you, Dear Reader, remember that we are speaking of the man who, sometime earlier, shortly before his acquaintance with Ellen Ternan, as he and I cruised the theatres for what we called “the special little periwinkles”—those very young and very pretty actresses we found to our mutual aesthetic satisfaction—had said to me, “Wilkie, if you can think of any tremendous way of passing the night, in the meantime, do. I don’t care what it is. I give, for this night only, restraint to the Winds! If the mind can devise anything sufficiently in the style of Sybarite Rome in the days of its culminating voluptuousness, I am your man.”

And for such sport, I was his.

I HAVE NOT forgotten 9 June, 1865, the true beginning of this cascade of incredible events.

Dickens, explaining to friends that he was suffering from overwork and what he had been calling his “frost-bitten foot” since mid-winter, had taken a week off from his work of finishing Our Mutual Friend to enjoy a holiday in Paris. I do not know if Ellen Ternan and her mother went with him. I do know they returned with him.

A lady whom I have never met nor much wish to, a certain Mrs William Clara Pitt Byrne (a friend, I am told, of Charles Waterton—the naturalist and explorer who reported his bold adventures all over the world but who had died from a silly fall at his estate of Walton Hall just eleven days before the Staplehurst accident, his ghost later reported to be haunting the place in the form of a great grey heron), loved to send little bits of malicious gossip to the Times. This malevolent morsel, reporting the sighting of our friend on the ferry from Boulogne to Folkestone that day of the ninth of June, appeared some months after Dickens’s accident:

Travelling with him was a lady not his wife, nor his sister-in-law, yet he strutted about the deck with the air of a man bristling with self-importance, every line of his face and every gesture of his limbs seemed haughtily to say—“Look at me; make the most of your chance. I am the great, I am the only Charles Dickens; whatever I may choose to do is justified by that fact.”

I am told that Mrs Byrne is known primarily for a book she published some years ago titled Flemish Interiors. In my modest opinion, she should have reserved her vitriolic pen for scribbling about divans and wallpaper. Human beings are clearly beyond her narrow scope.

After disembarking at Folkestone, Dickens, Ellen, and Mrs Ternan took the 2.38 tidal train to London. As they approached Staplehurst, they were the only passengers in their coach, one of seven first-class carriages in the tidal train that day.

The engineer was going full speed—about fifty miles per hour—as they passed Headcorn at eleven minutes after three in the afternoon. They were now approaching the railroad viaduct near Staplehurst, although “viaduct”—the name given the structure in the official railways guide—may be too fancy a word for the web of girders supporting the heavy wood beams spanning the shallow river Beult.

Labourers were carrying out a routine replacement of old timbers on that span. Later investigation—and I have read the reports—showed that the foreman had consulted the wrong timetable and did not expect the tidal train for another two hours. (It seems that we travellers are not the only ones to be confounded by British railway timetables with their infinite holiday and weekend and high-tide-time asterisks and confounding parentheses.)

A flagman was required by railway policy and English law to be stationed 1,000 yards up the rails from such work—two of the rails had already been lifted off at the bridge and set alongside the track—but for some reason this man with his red flag was only 550 yards from the gap. This did not give a train travelling at the speed of the Folkestone—London tidal express any chance of stopping in time.

The engineer, upon seeing the red flag so tardily waved and—a much more soul-riveting sight, I am sure—upon seeing the gap in rails and beams in the bridge ahead, did his best. Perhaps in your day, Dear Reader, all trains have brakes that can be applied by the engineer. Not so in our day of 1865. Each carriage must be braked individually and then only upon instructions from the engineer. He madly whistled for the guards along the length of the train to apply their brakes. It did little good.

According to the report, the train was still doing almost thirty miles per hour when it reached the broken line. Incredibly, the engine jumped the forty-two-foot gap and leaped off the track on the other side of the chasm. Of the seven first-class carriages, all but one flew free and plummeted to their destruction in the swampy riverbed below.

The surviving coach was the one carrying Dickens, his mistress, and her mother.

The guards’ van immediately behind the engine was flung to the other track, dragging the next coach—a second-class carriage—with it. Immediately behind this second-class carriage was Dickens’s coach and it jolted partially over the bridge as the other six first-class carriages flew by and crashed below. Dickens’s carriage finally ended up dangling over the side of the bridge, now being kept from falling only by its single coupling to another second-class carriage. Only the very rear of the train remained on the rails. The other first-class carriages had plummeted and crashed and rolled and buckled and generally been smashed to matchwood and splinters on the marshy ground below.

Dickens later wrote about these moments, in letters to friends, but always with discretion, taking care never to mention, except to a few intimates, the names or identities of his two fellow travellers. I am certain that I am the only person to whom he ever told the complete story.

“Suddenly,” he wrote in his more widely disseminated epistolary version of events, “we were off the rail, and beating the ground as the car of a half-emptied balloon might do. The old lady…” [We must read “Mrs Ternan” here] “… cried out, ‘My God!’ The young lady travelling with her [this is Ellen Ternan, of course] screamed.