ONE WEEK AGO, on the afternoon of Christmas Eve, I emerged from the overcrowded retail emporium, La Fnac, into the Avenue des Ternes in the 17th arrondissement. Outside the store I found a brass trio from the Armée du Salut (the Salvation Army) braving the cold to give their rendition of some popular Christmas carols.
I stopped to listen to them and then, after leaving a contribution in their collecting tin, I walked round the corner into one of my favourite Parisian street markets, the Marché Poncelet.
Within a stone’s throw of the Arc de Triomphe, the Marché Poncelet occupies part of the Rue Poncelet and the Rue de Bayen. Around its edges you can find stalls selling flowers, chocolates, clothes, household goods, jewellery, trinkets and souvenirs but at its heart is the fresh food, the fruit, vegetables, seafood, artisan cheese and freshly baked bread that really makes this market so popular and gives it the reputation of being one of the best food markets in Paris.
The sounds of the Marché Poncelet:
As well as the colourful cornucopia of fresh food and other goods on display, the Marché Poncelet also boasts a fascinating soundscape. Like in most markets, the stallholders here are not shy about advertising their wares by shouting to attract the attention of customers but this market is in the centre of Paris and so, unlike many of the markets at the periphery of the city, the language here is exclusively French. Compare for example, the sounds of this market with the sounds of the Marché Barbès I recorded a few weeks ago where French is barely spoken at all.
Exploring how the soundscape of the city changes from the centre to the periphery is one of the things I find endlessly fascinating about exploring the sounds of Paris.
Perhaps it’s just my natural curiosity, but I always find myself looking for ‘connections’ when I visit places in Paris. Of course, connections between sound and place are at the heart of the work I do here but sometimes I stumble across other, often more abstruse, connections. Take for example the connection between the Marché Poncelet and projective geometry …
The Marché Poncelet takes its name from rue Poncelet, which was named after the French engineer and mathematician, Jean-Victor Poncelet (1788-1867).
Poncelet’s most notable mathematical work was in projective geometry, in particular, his work on Feuerbach’s theorem. He also made discoveries about projective harmonic conjugates among which were the poles and polar lines associated with conic sections. These discoveries led to the principle of duality and also aided in the development of complex numbers and projective geometry.
Of course, Poncelet’s mathematics is all gobbledegook to me but maybe the vendor in the picture above is on to something with his clémentines arranged geometrically.
The Marché Poncelet should certainly be on your ‘to-do’ list if you’re in Paris and once there, I recommend that you stop off at Daguerre Marée, which just has to be one of the very best seafood shops in town!
Here are some more sights of the Marché Poncelet:
FOR A CITY DWELLER like me who is fascinated by sound and particularly fascinated by urban soundscapes, Christmas Day can be an absolute feast.
On Christmas Day this year I went out for an afternoon stroll and discovered that Paris was not only awash with tourists but it was also bathed in that wonderful golden light that often appears at this time of the year.
The Hôtel de Ville
I had in mind to record the ice skaters at the patinoire outside the Hôtel de Ville but so big were the crowds that it was a hopeless task. I walked across to the Île de la Cité where I discovered a sea of people outside the Cathédrale Notre Dame de Paris, many of whom were posing for photographs in front of the huge Christmas tree in front of the cathedral. Although recording the sounds of crowds (and I’ve recorded many of them) – the chatter, the footsteps and the constant shuffling, can be fascinating, I was hoping to search out some different, more unusual sounds on this Christmas Day.
And that search led me to the Pont Saint-Louis.
It was here, on this bridge, that I found something completely unexpected – a Christmas feast.
A young man, Louis Artson, was sitting at a piano in the centre of the Pont Saint-Louis. He can often be found wheeling his piano around Paris and stopping to entertain the crowds.
Earlier this year, I had the enormous privilege of being invited to record a professional concert pianist in Paris playing her magnificent Steinway grand piano. Those recording sessions were of course set piece events allowing adequate time to set up very expensive microphones and adjust their placement to ensure the best effect. Those recording sessions also allowed for re-takes if either I, or the pianist, felt that something wasn’t quite right.
Not so with Louis Artson though. Here I was on Christmas Day standing in a chattering crowd on the Pont Saint-Louis with traffic passing from time to time attempting to record this wonderful musician ‘on the hoof’ so to speak.
If recording a professional concert pianist playing a Steinway grand piano was a challenge, then so was this – but a very enjoyable one!
Louis Artson playing piano al fresco:
As you can hear, Louis Artson can turn his hand to classical music, jazz or improvisation in the blink of an eye. In this extract from the sounds I recorded listen out especially for the third piece, his improvisation on Chopin’s Piano Sonata N°2, often referred to as the Funeral March. I think it’s just brilliant!
Regular readers will know that I’ve recorded many street musicians in Paris some of whom have featured on this blog. By and large, the standard of Parisian street music is very high but seldom higher than that played by Louis Artson.
You can connect with Louis Artson via:
IT’S THAT TIME OF year again and Paris is awash with its annual Christmas markets. This year, I’ve only explored two of these markets, the enormous one at La Défense and the one on my own doorstep, which is small, intimate and always a delight.
My local Christmas market comprises thirty wooden châlets set out on Place de l’Hôtel de Ville and stretching down to the nearby church. These châlets host some exhibitors who come every year but also some new ones from different regions.
As well as the châlets with their gourmet foods and a variety of craft goods, there are the entertainers; a professional storyteller, a make-up artist, a balloon sculptor, magicians, clowns, jugglers and, of course, the street musicians.
This year we’ve been entertained once again by Alexandre l’Agodas: The pedlar of dreams and his barrel organ.
Alexandre l’Agodas: Le colporteur de rêves et son orgue de barbarie
And, as well as Russian Cossacks with traditional Russian music, we’ve had a Dixieland jazz quartet and a very impressive jazz duo.
But my favourites this year were the jazz quartet, Swing Manouche.
As their name suggests, Swing Manouche play in the gypsy swing, or gypsy jazz, style associated with Django Reinhardt in the 1930’s. Because this style largely originated in France it’s often called by the French name, ‘Jazz Manouche’.
And since I think that Django Reinhardt was a genius I was delighted to be able to record ‘Swing Manouche’ playing in my neck of the woods.
Jazz Manouche at my Christmas Market:
The three pieces I recorded of ‘Swing Manouche’ playing ends with a French Christmas favourite, Le Petit Papa Noël, which leads me neatly into wishing all of you who follow this blog regularly, as well as those who drop by as they’re passing, a very Happy Christmas and all you wish for yourselves in 2015.
IT’S BEEN A HECTIC few years for the tramway system in and around Paris. In 2012, the tram lines T1, T2 and T3 were extended, in 2013 two new tram lines were opened, T5 and T7, and now, in December 2014, two more new tram lines come on stream. On Saturday 13th December, tram line T6 was opened and on Tuesday 16th December it’s the turn of tram line T8.
I went to the opening of tram line T7 in November last year and last Saturday I braved the cold and the heavy rain and went to the opening of the new tram line T6.
Le ville en tram – the inauguration logo for tram line T6
At the moment, tram-line T6 runs for 13 km from the Châtillon-Montrouge Métro station (Métro Line 13) to the tram stop Robert Wagner in Vélizy-Villacoublay passing through the communes of Châtillon, Clamart, Fontenay-aux-Roses, Meudon and Vélizy-Villacoublay, although Montrouge, Malakoff and Le Plessis-Robinson will also benefit from their proximity to this service. When the tram line is completed in the Spring of 2016, two further tram stops and a subterranean section of line will extend the tram line a further 1.6 km to Viroflay.
The tramline T6 route
Tram line T6 has been designed to ensure easy transfers to Métro Line 13 (Châtillon-Montrouge), RER Line ‘C’ (Viroflay Rive Gauche), SNCF’s Transilien service (Viroflay Rive Gauche and Viroflay Rive Droite) as well as to several bus services at almost every tram stop.
The other transport connections (click on the image to enlarge)
Building a new tramway is a very lengthy process and the planning for tram line T6 began back in the year 2000. A proposal was put forward and accepted by the Syndicat des transports d’Île-de-France (STIF) in 2002. Preliminary studies and designs were carried out during 2002-2005 followed by a public announcement in 2006.
The cost of the project is around €385m excluding taxes and the cost of rolling stock and the project has been funded by the State (16%), Île-de-France (50%), Conseil général des Hauts-de-Seine (20%), Conseil général des Yvelines (13%) and RATP (1%).
For the rolling stock, a contract worth €171.6m was awarded for the supply of 28 Translohr STE 6 type trams.
Translohr STE 6 type trams at Châtillon-Montrouge on tram line T6. Note that there is only one rail per tram and the trams run on rubber tyres.
Each tram can accommodate 250 passengers, 60 of whom can be seated and the low floor facilitates easy access for passengers with restricted mobility. Other features include air conditioning, display screens and sound announcement systems.
Tram line T6 operates from 5h 30 to 00h 30 seven days a week. The journey time is 40 minutes and the trams operate every four minutes during peak hours and seven minutes during non-peak hours. It is expected that some 82,000 passengers will use the line each day.
Arriving at Châtillon-Montrouge Métro station last Saturday morning I emerged into an unpleasant winter chill and very heavy rain. I’d arrived about half an hour before the opening ceremony was due to begin so I had time to look round. I came upon two brand new trams parked ready to be moved into position at the appointed time.
I also discovered that the TV station, France 3, was covering the event ‘live’ so I was interested in taking a close look at their outside broadcast scanner …
But everyone else seemed more interested in the TV personalities on parade …
As I walked past the TV tent with its attendant big screen TV outside relaying the live broadcast to those standing in the rain I came upon the Franco-Brazilian drummers, Batucada Zalindé. While they were playing, the two trams I’d seen earlier were manoeuvring into position by the station platforms ready for the opening ceremony.
The opening of the new tram line was preceded by speeches from the assembled dignitaries, including Jean-Loup Metton, maire de Montrouge and vice-président du Conseil général en charge des Transports, Yann Jounot, préfet des Hauts-de-Seine, Jean-Paul Huchon, président du Conseil régional d’Île-de-France, président du Conseil du STIF, Pierre Bédier, président du Conseil général des Yvelines, and Pierre Mongin, président-directeur général de la RATP.
And then it was off to fight my way through the crowds to clamber aboard the first passenger-carrying tram to leave from Châtillon-Montrouge to Vélizy-Villacoublay on the now opened tram line T6.
Tram Line T6 – Opening:
Inside the inaugural tram much later in the day when the crowds had subsided
After leaving the Châtillon-Montrouge terminus, tram line T6 makes a sharp left turn and then heads off up a hill. I was impressed by the speed of the tram as it climbed the hill. The Translohr STE 6 trams can reach a speed of 40 km/h but I think the average speed on tram line T6 is around 20 km/h.
Forty minutes after leaving Châtillon-Montrouge we arrived at the tram stop, Robert Wagner, the current terminus in Vélizy-Villacoublay.
Not all the passengers who got on at Châtillon-Montrouge travelled the full length of the line but those of us that did alighted at the Robert Wagner tram stop. There had been an opening ceremony at this end of the line too so some people went off to the marquees that had been set up to see what was on offer. I on the other hand, crossed the tram line and caught the next tram back to Châtillon-Montrouge.
I recorded the sounds inside the trams for the full length of both my outward and return journeys. These of course are historic sounds – the sounds inside the trams on their very first day of operation and so they have been consigned to my Paris Soundscapes Archive and, in due course, they will make their way to my Paris Soundscapes Collection in the sound archives of the British Library.
To give you flavour of what it sounds like inside a very full tram on tram line T6, here is part of the recording I made on the return journey, the five-stop section from Division Leclerc to Châtillon-Montrouge.
Tram Line T6 – Division Leclerc to Châtillon-Montrouge :
And when I arrived back at the Châtillon-Montrouge terminus the festivities were still under way, a band was playing – and it was still raining!
Tram line T6 has its own Twitter account which provides passengers with traffic updates: @T6_RATP
When the new Tram Line T8 opens on Tuesday 16th December, the Paris tramway system, extending into the Île-de-France, will stretch for 105 km. From the opening of Tram Line 1 in 1992 to the opening of Tram Lines 6 and 8 in 2014, a huge amount of money has been invested in the tramway system. And there’s the prospect of more to come.
Tram Line T9 is the planned line between Paris Porte de Choisy and the city of Orly, expected in 2020, followed by Tram Line T10 from Antony to Clamart in the southwest suburbs of Paris, expected in 2021.
EARLIER THIS WEEK I had to travel from Paris to Amsterdam.
After years of criss-crossing Europe courtesy of Air France, I’ve come to realise that being seduced into thinking that a one-hour flight might be the quickest and most convenient way to travel between these two cities is a myth perpetuated only by the prospect of accumulating more, usually unclaimed, air miles.
Now, I’m more than happy to avoid the endless angst associated with airports and opt for a much more civilised mode of travel – the train.
My Thalys train from Paris to Amsterdam
After walking to the bus stop at the end of my little street I caught the 43 bus, which took me to the Gare du Nord in time for me to catch my 10.25 Thalys train to Amsterdam Centraal Station.
Thalys is an international high-speed train operator originally operating on the LGV Nord high-speed line between Paris and Brussels, a line shared with Eurostar trains going from Paris or Brussels to London via Lille and the Channel Tunnel. The line is also shared with French domestic TGV trains.
Beyond Brussels, the main cities Thalys trains reach are Antwerp, Rotterdam, Amsterdam, Liège, Bruges, Ghent, Charleroi, Aachen and Cologne.
The main Thalys routes
En route to Amsterdam the Thalys crosses France, Belgium and The Netherlands stopping at Brussels (Bruxelles in French), Antwerp (Anvers in French), Rotterdam and Schiphol, before arriving at Amsterdam Centraal Station three hours and seventeen minutes after leaving Paris.
Thanks to a very sensible piece of joined-up thinking, Schiphol railway station is directly under Schiphol airport so for anyone flying from Schiphol, a short escalator ride from the train platform will deposit you directly inside the airline departures area.
Just as with the airlines, train ticketing remains a complete mystery to most of us but since I had the luxury of being able to book my tickets several weeks in advance, I was able to travel in Comfort Class 1 for less than the price of an Economy Class ticket bought close to the day of departure.
Inside Comfort Class 1 at Amsterdam Centraal Station after all the passengers had left
Since I never travel anywhere without microphones and a sound recorder I couldn’t resist recording my departure from Paris.
From Paris by Thalys:
I began recording as I was walking along Platform 9 at the Gare du Nord towards my carriage, N°13. A very smart young man in a Thalys uniform clipped my ticket and I boarded the train.
I am fascinated by what I call ‘transitional sounds’, the changing sounds we experience as we move from one environment to another. In this case, the sounds of the busy station platform merging into the relative silence of the train carriage.
It doesn’t take long though before this relative silence is penetrated by a different range of sounds – people stowing their luggage and settling into their seats, the rustle of papers, snatches of conversation, a lady progressing along the carriage offering to book taxis for those alighting at Brussels (a perk of travelling business class) and the loudspeaker announcements. On Thalys trains, the announcements are made in four languages, French, Dutch, German and English and since my journey started in Paris protocol dictates that the announcements begin in French. On the return journey from Amsterdam they begin with the Dutch version.
The lady announcer, who speaks all four languages, tells us that departure is imminent, the doors close and almost imperceptibly the train moves off. It’s not until we’re well clear of the station that the sound of the wheels rattling over rails is heard.
I continued recording until we passed Saint-Denis in the northeast of Paris and began picking up speed by which time I’d learned from the announcer that I was on the right train, the Thalys bar was open in the adjacent carriage and that I should keep my ticket with me at all times.
Presently, Charles de Gaulle airport hove into view in the distance and I couldn’t resist raising a glass to all the passengers there mired in the endless check-in queues, complex security procedures and all the other irritations associated with air travel. As one who used to make 150+ flights every year I’m quite content now to leave all that behind and let the train take the strain.
AFTER COMPLETING A RECORDING assignment in the 7th arrondissement I found myself in rue du Bac heading for the Métro and home.
Stretching for some 1150 metres from the junction of the Quai Voltaire and the Quai Anatole-France alongside the Seine, rue du Bac crosses the busy boulevard Saint-Germain and ends at rue de Sèvres.
I was at the rue de Sèvres end of the street and so I set off to walk to the Métro station Rue du Bac at the junction of the rue du Bac and the boulevard Raspail, a little over half way along the street, recording the sounds around me as I went.
The green arrow shows my soundwalk and the red arrow shows the continuation of rue du Bac to la Seine
Rue du Bac looking north-east towards la Seine
Rue du Bac takes its name from a ferry (a bac in French) established around 1550 on what is now the quai Voltaire to transport stone blocks for the construction of the Palais des Tuileries. The ferry crossed the Seine at the site of today’s Pont Royal, a bridge constructed under the reign of Louis XIV to replace the Pont Rouge built in 1632.
The street was created between 1600 and 1610 and originally named grand chemin du Bac, then ruelle du Bac, grande rue du Bac and finally simply, rue du Bac.
I began my walk along rue du Bac at one of Paris’ largest department stores, Le Bon Marché.
Le Bon Marché department store
Now owned by the luxury goods group, LVMH, Le Bon Marché was founded in 1838 by the entrepreneur, Aristide Boucicault. By 1869, it had developed into one of the first department stores in the world heralding a retail revolution that lives with us to the present day.
Rue du Bac – A Soundwalk:
A little further on from Le Bon Marché I came upon the Chapel of the Société des Missions étrangères de Paris, a Roman Catholic missionary organisation. It is not a religious institute, but an organisation of secular priests and lay people dedicated to missionary work overseas.
Chapel of the Société des Missions Étrangers
And then, across the street, the Square des Missions Étrangers.
Rue du Bac is in a rather chic part of Paris and that is reflected in the boutiques lining this part of the street.
This shop, Pierre Farman at N°122 for example, sells vintage aircraft parts – heaven for an aircraft enthusiast like me!
Founded in 1903 by the Austrian confectioner Antoine Rumpelmayer and named after his stepdaughter, Angelina’s has a world-wide reputation for its elegant Salons de Thé and its classiques de la pâtisserie française including its signature Le Mont Blanc comprising meringue, Chantilly légère and vermicelles de crème de marrons.
This pâtisserie in rue du Bac is one of several Angelina’s in Paris and around the world.
A little further on is the Sotheby’s estate agency. I always think that estate agents who display elegant pictures of properties for sale but no prices are best avoided!
And then I came upon …
And finally …
The Métro Station Rue du Bac.
In the earlier part of the day I’d been concentrating on my sound recording assignment so I hadn’t set out to record a soundwalk in this part of rue du Bac but, as it turned out, I’m rather pleased I did. And I think the sounds of a dog barking, a boutique security guard chasing a shoplifter and a church clock striking the hour, all of which I came upon completely by chance, added to the local colour.
TWICE IN THE LAST few weeks I’ve found myself in rue Dénoyez, the fascinating plein air art gallery in the 20th arrondissement where the walls are covered with a kaleidoscope of constantly changing street art.
On the first of my two recent visits to this street I was being interviewed for a prospective radio piece and on the second, I was recording a conversation with my good friend, Heather Munro, who was taking a short break from the dramatic sub-zero temperatures in Minnesota, USA.
On both occasions I was asked about the banner that has appeared across rue Dénoyez, ‘Sauvons la rue Dénoyez’ – Save rue Dénoyez – and I had to admit that I didn’t know anything about it. I had no idea why it was there.
But I can now put that right!
Rue Dénoyez is in Belleville in the east of Paris and before 1860 Belleville was a very lively place. Then, it was outside le mur des Fermiers généraux, the tax wall that surrounded Paris, which meant that alcohol was tax-free and therefore much cheaper than within the then Paris City limits. Consequently people from Paris would come to the cafés, bars and cabarets in Belleville in great numbers to drink and dance and have a good time.
After 1860, all that changed. Belleville was absorbed into the City of Paris and with the advantage of tax-free alcohol now gone Belleville began a long and steady decline. And rue Dénoyez suffered from that decline.
In the 20th century immigrants began to arrive in Belleville with Jews fleeing from Germany coming in the early 1930s and Spaniards in 1939. Many Algerians and Tunisian Jews arrived in the early 1960s and then came an influx from the Maghreb. In the 1980s it was the Chinese and more recently, sub-Saharan Africans. All this has contrived to make Belleville the colourful melting pot of different nationalities that it is today.
Revival for rue Dénoyez began with the arrival of the artists who saw the decaying walls and empty shop fronts as a huge canvas upon which to display their talents.
Today, rue Dénoyez is home to several art galleries like Frichez-Nous la Paix at N° 22 bis and La Maison de la Plage at N°18 bis for example, which provide a space for artists to work and exhibit their work. And the work of these artists also spills over to the walls and surrounding buildings along the street.
So what’s the story behind the banner across the street, ‘Sauvons la rue Dénoyez’?
The banner was erected in early October in response to a proposal to build two subsidised housing projects in the street that could see the end of rue Dénoyez as a plein air street art gallery.
The proposal calls for the buildings between N°18 bis and N° 22 bis to be demolished and replaced with 18 subsidised housing units and a crèche as well as the redevelopment of N° 24 and N° 26 rue Dénoyez and N°10 Rue de Belleville into 29 subsidised housing units and a community centre.
N° 10 rue de Belleville, Au Vieux Saumer, at the corner of rue Dénoyez
In a city as unaffordable as Paris it’s hard to argue against more subsidised housing but one might ask, as the residents of rue Dénoyez are, why choose this particular street? The local council claim that there is no alternative, this is the only space available they say. Paradoxically, the Mayor of Paris, Anne Hidalgo, has expressed her determination to further develop urban art in the city.
Outside the Atelier Hors-Champ I spoke to a man who was about to sign the petition that has been set up. He told me that he thought the development was bound to go ahead and probably the best they could hope for was to delay it. The work is due to start in July 2015.
On the first of my recent visits to rue Dénoyez I recorded a soundwalk along the street, although I didn’t realise at the time that this, along with my other recordings of this street, will become historically significant if and when the development of the street begins and its character inevitably changes. Fairly soon these recordings could become more sounds to add to my list of the ‘vanishing sounds’ of Paris.
Rue Dénoyez – A Soundwalk:
These sounds though are interesting for another reason, a rather amusing and slightly bizarre reason.
Walking along the street I recorded the sounds around me including the sound of the artists shaking their aerosol cans of paint as they went about their work. These sounds were to take a bizarre twist as I came towards the end of my walk.
A middle-aged man, obviously in the midst of a mid-life crisis, had been watching an artist at work. When the artist finished and moved off, the man picked up a discarded paint can and for some inexplicable reason decided to bang it against the wall. You can listen to what happened next 6 minutes into my recording.
A little girl was watching the man attentively. She called out to her friend, “Attends! Regarde!”, whereupon the aerosol can exploded showering the man in a haze of white paint. The giggles of the little girl and her friend I thought spoke volumes. As my friend Heather said when I told her this story, “Voilà la justice!”
If the proposed development does go ahead the character of rue Dénoyez will undoubtedly change, but my abiding memory of the street will always be the sound of that exploding aerosol can. Somehow, it seems to portend the arrival of the wrecking ball.
So, as my tribute to rue Dénoyez and its artists it seemed fitting to use the sounds of the exploding can and turn them into my own small piece of street art – my contribution to the legacy of this colourful street.
Rue Dénoyez – The exploding can: (Best listened to with headphones)
STRETCHING ALONG THE Boulevard de la Chapelle from Barbès Rochechouart Métro station to rue de Chartres, the Marché Barbès is not for the faint hearted. Even getting to the market can be a challenge since some of the market often spills over into the Métro station itself.
Inside Barbès Rochechouart Métro station on market day
From 08.00 to 13.00 on Wednesdays and from 07.00 to 15.00 on Saturdays, the Marché Barbès appears under the overhead section of Métro Line 2 and if you’re looking for a leisurely market with lots of personal space, then the Marché Barbès is not for you.
An assortment of stalls selling clothes, shoes, jewellery and assorted trinkets are clustered at either end of the market but most of the stalls in between are awash with fruit, vegetables, meat and fish.
From end to end, a multi-ethnic sea of people moving at a snail’s pace, or sometimes not moving at all, fills the market. Getting close to a stall to actually buy something requires grit and determination, not to mention judicious use of the elbows. But the effort can be worth it. Not only is this perhaps the busiest market in Paris it’s also one of the cheapest where most of the fruit and vegetables seem to sell for €1/kilo. A running commentary of what’s on sale and for how much resonates around the market as the stallholders cry out vying to outdo each other to catch the attention of customers from the passing tide of people.
All this of course, together with the Métro trains running overhead, makes for a fascinating sound tapestry and so I set off to capture it. Having negotiated my way through the crowd inside the Métro station, I plunged into the throng of people across the street at the head of the market and set sail through what felt like a tsunami of people.
Progress was slow and not without incident, but I made it to the other end more or less unscathed although the relative calm of the rue de Chartres did come as somewhat of a relief.
Sounds of the Marché Barbès:
If you can cope with the crowds then the Marché Barbès is well worth a visit and there are certainly some bargains to be had – although I’m still not sure about the watches on sale for €2 each!
Rue de Chartres
FURTHER RESEARCH FOR my Paris Bridges Project took me to one of the oldest surviving bridges in Paris, the Pont Marie.
The Pont Marie is one of six bridges connecting the Île Saint-Louis to the Right and Left Banks of the Seine. It stretches for 92 metres across the river from Rue des Deux Ponts at the junction of the Quai d’Anjou and the Quai de Bourbon on the Île Saint-Louis to Rue des Nonnains-d’Hyères at the junction of the Quai de l’Hôtel de Ville the Quai des Célestins on the Right Bank.
Pont Marie – Looking Upstream
One might be forgiven for thinking that with a name like Pont Marie this bridge might have been named after a glamorous French Queen – but it was not. Instead, it was named after Christophe Marie, the French engineer and entrepreneur who designed it and supervised its construction.
Pont Marie and its acute-angled ‘ice aprons’
The Pont Marie we see today is the second oldest surviving bridge to cross the Seine within the Paris city limits, the oldest being the Pont Neuf which lies further downstream.
Conceived at the beginning of the seventeenth-century, the Pont Marie was part of a speculative development plan for the then vacant Île Saint-Louis. The plan called for two bridges to be built, the Pont Marie, connecting the island to the Right Bank of the Seine and the Pont de la Tournelle connecting to the Left Bank. The Pont Marie was to be built first and it would include rows of houses and shops on the top of the bridge. King Henry IV gave his consent to the plan in 1610 and the Paris City authorities also gave their approval, presumably because this was to be a privately financed venture.
Christophe Marie was granted permission to buy two parcels of land at either end of the proposed bridge at a preferential rate and the following year he was joined by two financiers, L. Pulletier and F. Le Regrattier, who sponsored the building materials and so, in 1614, work began. However, the project soon became mired in difficulties. When the legitimate owner of the Île Saint-Louis, the Chapter of the Cathédrale Notre-Dame de Paris, objected because they had not been informed beforehand they were bought off with an annual revenue of 1200 Livres but even so, recurring financial difficulties plagued the project. The royal secretary, Jean de la Grange, was obliged to take over the financing from 1623 to 1627 when Christophe Marie again took over responsibility. The bridge was eventually completed in 1630 and opened to traffic in 1635.
The Pont Marie comprises five semicircular arches separated by piers each of which are protected on both the downstream and upstream sides by acute-angled ice-aprons, wedge-shaped structures which protect each pier from floating ice. The four piers are decorated with 1,10 m wide niches, the height varying with the rise of the bridge and none of which, perhaps a little surprisingly, have ever contained statues.
The plans for the Pont Marie included the building of two rows of houses and shops on top of the bridge and extending along the Quai des Ormes, now the Quai de l’Hôtel de Ville. Christophe Marie and his partners left the project in 1643 by which time a large part of this work had been completed. On 10th June, 1643, the master carpenter Claude Dublet, along with Denis Hébert and Louis Le Vau, later architect to the king, took over the work and built forty-six further bridge houses at a cost of 172 000 Livres each. Most of the buildings were completed by 1647 and occupied by 1652.
But tragedy was just around the corner.
On the night of 1st March 1658, the river Seine flooded and the force of the water swept away two of the arches of the Pont Marie on the Île Saint-Louis side destroying twenty houses at a cost of sixty lives.
Two years later, a temporary wooden bridge was constructed to restore the link from the Île Saint-Louis to the Right Bank of the Seine. This was a toll bridge and the funds collected were used to reconstruct the stone bridge. The work was completed in 1670 but the lost houses were not replaced.
Pont Marie in 1760 looking downstream. The damaged part of the bridge has been reconstructed but a gap remains where the destroyed houses once stood. Image via Wikipedia
All the bridge houses on the Pont Marie, and on all the other bridges in Paris, were finally demolished following an edict of 1786, just before the French Revolution.
The bridge underwent some restoration work in 1851, including flattening the rise a little in the centre of the bridge but without changing its overall appearance, so the Pont Marie we see today is the original 1635 bridge with the 1670 rebuilt section on the Île Saint-Louis side, minus the houses of course.
My Paris Bridges Project is not only about exploring the history of all the thirty-seven bridges that cross la Seine within the Paris city limits, it’s also about seeking out and capturing the characteristic sounds of each bridge.
Before I went to the Pont Marie to explore its characteristic sounds I happened to come across this photograph of two men fishing under the bridge on the Île Saint-Louis side in 1942.
Under the Pont Marie in 1942 – Image courtesy of Paris en Images
Since I wanted to capture today’s sounds under the bridge on both sides of the river, I thought a good place to start would be on the Île Saint-Louis side in the same place as the fishermen were in 1942. Unlike then, it’s now possible to pass under the bridge at this point with or without the aid of a boat.
And these were the sounds I found …
Sounds Under the Pont Marie on the Île Saint-Louis side:
Today, the sound of passing river traffic is present at all the bridges that cross la Seine within the Paris city limits. And so it must have been for our fishermen in 1942, although I don’t know whether or not the boats of the Compagnie des Bateaux Mouches (as shown above) that have plied la Seine since 1917, were actually doing so under the Nazi occupation of Paris in 1942. The sound of the water lapping under the bridge though would have been very familiar I’m sure.
Voie Georges Pompidou from on the Pont Marie
Having captured the sounds from under the bridge on the Île Saint-Louis side I wanted to explore what sounds I might find under the bridge on the other side of the river. I climbed up onto the bridge and crossed over towards the Quai de l’Hôtel de Ville. As I looked over the bridge on the downstream side I could see what was in store.
The Voie Georges Pompidou runs under the last arch of the Pont Marie on the Quai de l’Hôtel de Ville side complete with its seemingly never-ending stream of traffic.
Georges Pompidou was the French Prime Minister from 1962 to 1968 and then President of France from 1969 until his death in 1974. He was a lover of the automobile and he argued that a freeway should replace the grass-covered banks of the Seine by saying: “les Français aiment leurs bagnoles” (the French love their motors).
On March 27, 1966, the decision was made that the existing roadways along the Seine should be connected to create a continuous expressway along the banks of the river through the centre of Paris. The Voie Georges Pompidou (George Pompidou Expressway) was completed in 1967, and runs along the right bank of the Seine for 13 kilometres from the Porte du Point-du-Jour in the south-west to the Porte de Bercy in the south-east.
Fortunately, there was only room on the riverbank for a two-lane expressway. Pompidou actually wanted to cover the Seine with concrete to create room for an even wider expressway but the environmental movement and others managed to put a brake on that and any further freeway expansion in Paris.
Voie Georges Pompidou from under the Pont Marie
And so the sounds of the Voie Georges Pompidou under the Pont Marie surely deserve a place in history since they are one example of several modernising legacies that Georges Pompidou left to the city.
Sounds of the Voie Georges Pompidou under the Pont Marie:
Leaving the sounds of the Voie Georges Pompidou behind, I climbed back up onto the Pont Marie to see what the characteristic sounds on the bridge might be.
On the Pont Marie
Researching the archives before my visit I found another photograph of the Pont Marie, this one taken in 1900 showing the bridge from above, and so I decided to use a landmark from this photograph from which to record the contemporary sounds on the bridge.
On the Pont Marie in 1900 – Image courtesy of Paris en Images
I selected the second lamppost on the downstream side towards the centre of the bridge, the one with the man passing on a bicycle. And this is what I heard …
Sounds on the Pont Marie:
These sounds tell us that the Pont Marie has its fair share of traffic on the bridge as well as under it although it sounds much less aggressive from above. For me, the pavé on the bridge seems to add a texture to the sound of the traffic that makes it almost appealing.
On the Pont Marie looking downstream
I wonder what the people on the bridge in the 1900 photograph would have made of these sounds? Of course, there were motorcars in Paris in 1900. Maybe they would have seen and heard the occasional de Dion Bouton Voiturette or a Renault Voiturette 1CV passing and looked upon them quizzically and wondered if this was ‘progress’. I doubt though that they could have begun to imagine Georges Pompidou’s ‘racetrack’ under the far end of the bridge. I was particularly pleased to capture the sounds, if only fleetingly, of two or three bicycles passing. I suspect that the man cycling past the lamppost in the photograph would have felt at home with these sounds, if with little else.
The Pont Marie looking downstream
As I was recording the contemporary sounds of the Pont Marie, I couldn’t help contemplating the long history of this bridge and imagining what the sounds on, under and around it would have been like in 1635 when it was opened, almost four hundred years ago. Or in 1658, when a raging torrent ripped the bridge apart, or in 1900, a little over a hundred years ago, when a man on a bicycle and a family with a handcart were calmly crossing the bridge. Inevitably, my thoughts turned to wondering how much the sounds of this bridge will change in the next hundred or even four hundred years.
WHEN IT WAS BUILT in 1885, this pont levant, or lifting bridge, was at the cutting edge of technology. With its mechanism hidden in the sewers below and using pressurised water from the Paris drinking water system to power it, this was the first hydraulically operated bridge in Paris.
The Pont Levant de la Rue de Crimée crosses the junction of the Canal de l’Ourcq and the Bassin de la Villette in the 19th arrondissement and it’s the fifth bridge to stand here.
The first bridge was built in 1808 upon the completion of the Bassin de la Villette and it was a wooden pont à double bascule, a double-leaf bridge with a deck composed of two spans joining each other in the middle of the bridge and pivoting around a vertical axle at each abutment. During the Second Empire this bridge was replaced with another wooden bridge, this time a drawbridge. The third bridge, also in wood came to an ignominious end when it, together with two of the warehouses alongside it belonging to the Entrepôts et Magasins Généraux de Paris, were burnt down during the Paris Commune of 1871. This bridge was replaced by a pont tournant, a metal swing bridge.
Some twelve years later, the creation of a new road, rue de Crimée, together with the widening of the channel connecting the Canal de l’Ourcq and the Bassin de la Villette, meant that the swing bridge had to be replaced and the option of a lifting bridge was adopted. This is the bridge we see today and it was opened on 2nd August, 1885.
This bridge worked continuously from 1885 until 2010 by which time it was beginning to show its age. Towards the end of 2010, the bridge was temporarily closed for a much-needed makeover to make it more economical to operate, more environmentally friendly and safer.
The steel deck was suffering from corrosion so it was replaced. The hydraulic system, which was buried in the sewers and had leather joints that were constantly leaking, was modernised so that it no longer depended on the Paris drinking water system for its operation. The moving parts of the bridge were completely refurbished, the sidewalks widened and a cycle lane was incorporated.
Great pains were taken though to ensure that modernising the bridge didn’t detract from its historical significance, it is after all an official monument historique.
I went to the Pont Levant de la Rue de Crimée to see and listen to it in action.
Pont Levant de la Rue de Crimée in action:
The movement of this bridge is controlled remotely from the control room of L’Ecluse du Pont de Flandre, the first lock on the Canal Saint-Denis, which is a considerable distance away and completely out of sight of the bridge.
The first indication that the bridge is about to embark upon a lifting cycle is when the signs at each end of the bridge indicate ‘Pont en Manoeuvre’. A beeping sound then indicates that the two arms of each gate at either side of the bridge are about to close. The gates close one arm at a time so that those caught on the bridge have time to escape before the lifting cycle begins.
Once the bridge is clear of traffic and pedestrians and the gates are closed, a gentle thudding sound is heard as the bridge separates from the roadway and begins it journey upwards.
Since the overhaul of the hydraulic system the operation of the bridge is very smooth. Two hydraulic rams, one under each end of the bridge, push it upwards and then lower it once the lift is completed. Four metal cables gliding over the wheels mounted on iron pillars above the bridge, two at each end, help to support the bridge during the cycle.
There are no spectacular sounds from the bridge itself during the cycle, just a slight groan as it begins to lift, a gentle purring of the hydraulics during the lift, a gentle thud as it begins its descent, more purring as it comes back down and a final sigh of relief as it nestles back into position joining the roadway.
And, of course, the reason for all this is to allow the canal traffic to pass to and from the Bassin de la Villette.
The length of time the bridge stays aloft depends on how much canal traffic needs to pass. During this particular cycle a Canauxrama tourist boat passed followed by these guys …
Once the canal traffic has passed the bridge is lowered and locked into place, the gates open and the pedestrians, the cyclists and the traffic can resume their passage along Rue de Crimée.
I think there’s something really fascinating about bridges that actually move and so I stayed around to watch and listen to this one manoeuvre through several more of the 9,000 or so lifting cycles it completes every year.