ABOUT A ROAD

The teashop at Dhur (Photo: Shyam G Menon)

The teashop at Dhur (Photo: Shyam G Menon)

Thakur Singh worried if he would make it back to Ranikhet in time.

He was restless.                                                 

Hoshiar Singh on the other hand, cracked jokes. Pratap Singh laughed. Nearby, the chain smoking-teashop owner from Kharkia lit a beedie and responded frugally to his talkative host, the owner of the teashop near Dhur.

We were seven or eight people; maybe ten. Some enjoyed the sun. Others idled within the teashop. All were stuck at that bend on an empty, winding road. The stillness of afternoon overcame December morning-energies. We grew quiet, progressively drifting to the wisps of smoke leaving the Kharkia-teashop owner’s lips as sole sign of life in us.

Just behind the teashop at the bottom of a cliff was the Pindar River. Up the valley, the chiselled summit of Nanda Kot, soared to over 6800m. The high ridge of Dhakuri, cloaked in winter’s first snow, wasn’t far off. But it was farther than before. That morning, we had traded the straightforward trail from Kharkia to Dhakuri and Song for the comfort of a jeep to Song. It was despite news at Kharkhia of a vehicle stuck in a landslide on the Kharkia-Song road. Mountain roads are unstable during rains and winter. Stranded in a gooey landslide, the driver had repeatedly tried freeing his vehicle only to see it sink deep. Night froze the mud cementing the jeep to position like a statue; a study in firmness for this otherwise infirm road. We drove up expecting to free the vehicle, clear the road and proceed to Bageshwar. We had along two jeeps to pull, ropes, steel cables, shovels, hired labour.  The labourers got tired of shovelling, the ropes and cables broke and the drivers got fed up. Maybe there was winter’s sloth at play. Add to that, a dash of hangover from the previous night. At least some of us, sleepy eyed and looking to get back to distant towns, had seen each other earlier at the marriage of a common friend in Khati. That village was an hour’s walk away from Kharkia, in the direction of the Pindari Glacier.

The jeeps from Kharkia returned home.

We walked past the landslide hoping that somebody would drive up from Song, discover the road block and ferry us back the forty odd kilometres of winding mountain road to the beginning of the descent to the foothills. But some of the vehicles plying daily were stranded on the Kharkia side of the landslide. That meant fewer jeeps to service the road. We flopped down at Dhur’s teashop to take stock of the situation. Past Dhur was a less used, longer trail to the Dhakuri ridge. Song seemed possible, provided we outpaced winter’s early sunset. Thakur Singh and I pushed off. Five minutes later, we heard a whistle. Our departure had shattered the group’s ennui. All except the Kharkia-teashop owner, who was Bageshwar-bound to treat an injured leg, had decided to hike. They were following us. We walked for a long time. Then as often happened, a lovely patch of grass emerged by the roadside and people plonked down to rest. It was officially called rest; unofficially, it was that couldn’t-care-less attitude which seeps into people in such situations. Time and life ran slowly in the mountains. I wasn’t in a hurry to get anywhere, certainly not when my backpack contained snacks and tent. I had a stove but no fuel; I had gifted the remaining petrol to a villager who owned a motorcycle. But finding food shouldn’t be a problem. I was at ease. Among us, only Thakur Singh was edgy. He was on leave and had to get back. He tried sleeping to keep the worry at bay. Hoshiar Singh had weathered slit eyes. Like Clint Eastwood’s. Where Eastwood’s `Blondie’ aka The Man with No Name smoked a cigar, Singh idly chewed a blade of grass, his eyes looking into the distance towards Sorag on the other side of the Pindar. Then some conversation came up and the dreamer in me started nudging talk towards how mountains were formed, how long day and night could be in the polar regions, what lay ahead for the sun, how the universe was formed – so on and so forth. All listened intently, except for a youngster studying in a college in town who had traded larger curiosity, for world by relevance and irrelevance. Of what use are the sun’s life cycle and Big Bang Theory when it comes to career? Time went by.  

Stuck in the landslide (Photo: Shyam G Menon)

Stuck in the landslide (Photo: Shyam G Menon)

The road from Song to Kharkia was a treacherous one. Roads in unimportant corners of India were like that. What’s special about this road? You may ask. I don’t know what its current state is but until the time of writing this article, in the years (probably three) that I had been on it, this road’s condition never changed although it was part of a national scheme for village roads and an adjunct to the much walked tourist trails to Pindari Glacier and Sundardhunga. For villages in the area – Kilbara, Badiyakot, Pattag, Sorag, Wacham, Jatoli, Khati – it was sole road link to the outside world sparking hopes ranging from higher education to timely healthcare. Completed some years ago, the rickety road’s only permanent fixtures were a big concrete gateway erected midway to deify the builders and the utter absence of bitumen. On a lucky day, the road may be fully functional. On others, it may be blocked or damaged. For much of its length, it hugged the mountain’s edge. It was largely wide enough for two vehicles to pass, but only just so. It was also narrow, muddy and riddled with cavernous ditches. Seeing your vehicle’s trajectory and poise, you wouldn’t know whether you were driving, sailing or skiing.

Jeep drivers from Kumaon’s towns rarely brought their vehicles here fearing damage. A few times up and down this road and your vehicle aged prematurely. Local drivers worked this road using cheap vehicles, pushed daily to the limits. Taxis were filled with people and stuff. During the ride you stared down the vehicle’s bonnet into an approaching ditch; you shook violently climbing out from it, the chassis would hit the road and occasionally you skidded along in mud inches from the void. It was regular village life – forty plus kilometres of bone-rattling ride. When a jeep came from the opposite direction, the driver sometimes startled you by requesting for brake fluid or something as critical, which you thought was already there in the machinery. The request and the supportive camaraderie were routine given the punishment inflicted on vehicles. Once, on a day of no taxis, I travelled the whole stretch in the cargo bay of a pick-up truck. I understood what life as a chassis was. As yet, my most unforgettable sight on this road has been a heavily laden small truck that stalled while struggling uphill. On re-start it reversed and then charged up the terrible road, including its hairpin bends as not to lose momentum. The truck shook and twisted; its tyres hit and flew over stone, it roared straight towards my parked taxi and veered off with fine timing. One error and we would have been history. That was 2012 summer. Now, it was December. The road, as ever, was unchanged. Probably the truck too is; lying in some workshop, almost dead from exertion.

Illustration: Shyam G Menon

Illustration: Shyam G Menon

An hour or more after we left Dhur’s teashop, a pick-up truck brought us news that taxis were heading up. By 4PM, we had a jeep for Song, hopefully beyond. We crammed in. “ Naren’’ (likely short for Narender) who couldn’t fit within had to take the vehicle’s roof. His friends kept up a conversation to distract Naren from the December cold blasting him up there. Once in a while, to the amusement of his friends, Naren howled or yelled to stay awake in the freeze. Sometimes, he sang loudly from up there. Thanks to the delay caused by the blocked road, we didn’t reach Bageshwar. We stopped at Bharadi. Naren jumped down from the vehicle’s roof, playfully shouted a few expletives at the driver as everyone laughed, and ran off. I took leave of Hoshiar Singh who had been a nice person to talk to. Bharadi was a proto-town ahead of the real town, Bageshwar. Its facilities weren’t fully evolved. Four rooms at a hotel; seventeen beds, fifty rupees per bed, one toilet and the usual inebriated men. Pratap Singh was in the room adjacent to mine. He was en route to Almora for surgery. Had it not been for our road Singh would have had to walk to Bharadi.

Few days earlier, we were in a jeep from Bharadi to Pathyasar beyond Song, the end of the road for the Saryu valley. Our co-passengers included half a dozen or so village elders. From Song to Pathyasar runs another rickety road, belonging yet again to that national scheme and about as bumpy as the road to Kharkia, albeit shorter. The conversation in the vehicle had been on how all political parties are similar in their indifference to the public’s travails and how the rule of different parties in Uttarakhand had yielded the same result for this region – the continued neglect of roads. Maybe they are right. “ If you see a JCB tell them of the stuck vehicle,’’ one of the Kharkia-drivers had told me while parting ways at the landslide. Albeit manufacturer’s name, JCB had become near generic for bulldozer in these parts.

I never saw a JCB.

(The author, Shyam G Menon, is a freelance journalist based in Mumbai. An abridged version of this article was published in The Hindu newspaper.)

AN ULTRA MARATHON, FROM THE SIDELINES

Illustration: Shyam G Menon

Illustration: Shyam G Menon

It was early August 2011, Khardung village in Ladakh.

I stole out from the camp housing race officials, support staff and runners and walked in the direction of the 17,700ft-high Khardung La. Next day, six people would run 222 kilometres at an average altitude of over 14,000 feet. More walker than runner, I wanted to taste the effort. Couple of turns on the road later, the camp disappeared from sight behind me. I found the privacy needed to confront my physical limitations. Out of sight, I commenced jogging. The first minute, perhaps two, were fine. It was magnificent landscape, morning traffic was as yet mild and the winding, open road appeared a mythical tarmac for the lone runner. Slowly my breathing became pronounced. A mild headache manifested. I slowed down. It was a relatively flat stretch of road, rather a gentle gradient. What would it be like on real uphill? I wondered. I was gaining my first insights into running at altitude.

Eventually I balanced my breathing and running and struck a rhythm. As trekker and amateur mountaineer, I was frequent visitor to altitude and therefore aware of what rarefied air meant. But 222 km of such running? In a small way, I understood what the runners would experience during La Ultra-The High, billed as the world’s highest ultra-marathon. That morning, I was the only person out running on that stretch of road. With news of the race known in Leh, passing vehicles thought I was elite runner, out practising. They slowed down. I revelled in the attention and essayed my brief role as impersonator, as convincingly as I could. Once vehicles and tourists went by, my stoic expression collapsed to gasps and groans. I sat on a rock for a while; then, walked back. Roads here were built and maintained by the Border Roads Organization (BRO), an outfit affiliated to India’s military. It was famous for its sign boards, some sporting thoughtful messages, some amusing. There was one such board near our camp. Its message: `Failing is not a crime but lack of effort is,’ had become the Ladakh ultra marathon’s tag line.    

Sharon Gayter (Photo: Shyam G Menon)

Sharon Gayter (Photo: Shyam G Menon)

Meanwhile at camp, personalities were unravelling among the athletes. People approach challenge differently. And challenge exposes people as different personalities. Rains the night before had made a mess of the originally selected camp site. In the time lost to setting up new camp, four of the six athletes elected to stay at a guest house. Only Sharon Gayter of UK and Samantha Gash of Australia stayed at the outdoor camp. Sharon was the most composed of the runners; her kit being all of three bags amid teams lugging duffels by the dozen. Some had their own film crew. Sharon’s support team was mainly one individual – her husband. She looked uncomplicated and pared down to essentials; ready to run. Sharon was among Britain’s top distance runners and of those assembled in Ladakh for the race, easily the most experienced. In a field beginning to be competitive ahead of the race, Sharon talked, laughed and set her goals away from rivalry. She described it loosely as finishing the run, doing so to her satisfaction and improving the previously established timing (in 2010, the winner had clocked 48 hours and 50 minutes). Samantha, by her own admission, looked up to Sharon. Yet the two were as different as chalk and cheese – the older one fuelled by experience; the younger one banking on preparation, personal protocol and checklists.

Ray Sanchez (Photo: Shyam G Menon)

Ray Sanchez (Photo: Shyam G Menon)

The other four were shades of these two extremes. Ray Sanchez of the US, a former boxer, appeared to share Sharon’s emphasis on self-awareness as key to distance running. But on the eve of the race, he looked comparatively tense, his sense of humour notwithstanding. Lisa Tamati of New Zealand was the most technical with a battery of support staff and equipment. Molly Sheridan of the US and Jason Rita of Australia (settled in the US) wanted to do their best and finish. At this stage, if there was anyone who seemed to gain energy from the ambience and the people around, it was Sharon.

That evening a dust storm struck. The horizon grew dark with grey clouds. The winds were powerful. It collapsed large tents and sent smaller ones flying. Sharon kept her composure through all that dust and commotion. Samantha would later report a swollen eye.

Ray on the approach to Khardung La (Photo: Shyam G Menon)

Ray on the approach to Khardung La (Photo: Shyam G Menon)

Early next morning the six runners set off from a line on the road ten kilometres away from Khardung on the Nubra Valley side. Ahead lay 222 kilometres of running – over the Khardung La, through Leh town, over the Tanglang La and ending at Morey Plains. In these parts of the Himalaya, `La’ meant a pass. Khardung La was the highest pass in India that you could drive through and one of the highest in the world. Ray raced off to a handsome lead. Sharon hung around in second position. It seemed that the outcome would be decided by these two. The athletes were free to run, walk, rest – manage their time any way they wanted as long as they covered the whole distance in 60 hours, which was the official cut-off time. I remember that as the rule then. As the kilometres went by, the sound of laboured breathing enveloped each athlete like a private ecosystem. I was in a small media van with a film crew. Thanks to four wheels and an engine, we could range up and down the route without strain. Ladakh was a vast barren landscape of mountains. I remember my uncle quipping that the real hero in David Lean’s Lawrence of Arabia was the desert. If so, the hero of Ladakh would be a tussle between land and sky. Both were awesome. In that setting, graced additionally by stillness, as the media van slowly overtook a runner, you heard clearly the sound of human body working. I wondered what the runners’ minds would be like with each passing stride; active and chattering or simply shut down to quietness?

An ultra-run is a composite of body, mind, nutrition and strategy. While physical fitness had seemed priority for all, there had also been plenty of talk among the athletes about the route and how that route should be run – particularly how energy should be rationed to tackle challenging sections. Thus the Khardung La may be India’s highest motor-able pass but for the runners, it was the 17,583 feet high-Tanglang La looming towards the latter part of the run (when they would be tired) that challenged. Nutrition occupied considerable pre-race talk. It was a simple problem – in a race lasting many hours you required periodic, effective nutrition without digestive complications for a body strained to the limit. As I found out, runners spent years perfecting their on-race nutrition. It took many races and plenty of mistakes before a pattern of food intake unique to a given athlete’s body became perfect. Up until the Ladakh ultra, Ray for instance, was still perfecting his nutrition. With years of running behind her, Sharon had got it right and Bill, her husband, knew exactly what she wanted at each stage of a run. No wonder so much of premium was attached to knowing one’s self as defined by mind and body.

Sharon at Khardung La (Photo: Shyam G Menon)

Sharon at Khardung La (Photo: Shyam G Menon)

I followed the run to Khardung La. Ray made mincemeat of that ascent; Sharon followed. From the start to the high pass, it was 42 kilometres, a full marathon. I waited – perhaps an hour or more at the pass for another three runners to cross that landmark. Then I chased the first two in the van, pausing en route to check the progress of Samantha and Lisa. I failed to catch up with Ray and Sharon; both had completely descended on the other side and gone past Leh, Ladakh’s main town. Who would win – Ray, persistent as the pugilist he used to be or Sharon, veteran of many a race and knowing when to strike?  Or would they both, running in non-negotiable altitude, give way to someone else?

My freelance self wasn’t in Ladakh for one assignment.

Having other work to do, I got off the van at Leh.

Over tea, I referred my notes from a conversation with Dr Susan Thompson, senior member of the race’s medical team. During an ultra, you require fuel for the body (including glucose), fluid intake (basically water) and electrolytes like sodium and potassium that are essential for body cells to work. The most common problem in long distance running is hyponatremia, a situation wherein electrolytes are lost through sweating and the hydration people resort to as compensation only restores water but not electrolytes. Runners therefore work towards right intake of isotonic salts. Unattended, hyponatremia can affect the brain. Then, there is dehydration. Unattended, that can lead to kidney malfunctioning. Last but not the least, there is the issue of energy. As body energy levels dip through continuous running, the body starts processing muscular fuel – glycogen. This erodes precious energy reserves which can impact a person’s anaerobic metabolism. It causes lactic acid to build up opening a host of other problems. Like the road’s edge on a mountain, these issues would be shadowing anyone running out there. Safely tucked into my café chair, I sipped ginger-lemon-honey-tea. No place like Ladakh for a glass of it. In all my tea drinking in India till then, this wonderful mixture sipped with Ladakh around, had been the best. 

The next evening, I learnt that Sharon had won the race.

Deep inside, I had expected it.

Samantha Gash on her way to Leh from Khardung La; a member of her team keeps company on a bicycle. Watching on are BRO workers enjoying a break (Photo: Shyam G Menon)

Samantha Gash on her way to Leh from Khardung La; a member of her team keeps company on a bicycle. Looking on are BRO workers enjoying a break  (Photo: Shyam G Menon)

There’s something about endurance tests that empathise with the experienced, the patient – indeed, the not merely physical but the mental as well. What happened en route betrayed the real character of the Ladakh ultra. Ray had maintained his lead for almost three quarters of the run. Somewhere around Tanglang La, exhaustion kicked in. That mixed with altitude, made him hallucinate. Delirious, he was in and out of examination by the medical team. This episode and its aftermath, I was told, was when Sharon took the lead. Not that she didn’t have her travails – in her case, for the first time in many years, her nutrition plan had not worked properly.  Further, as an asthmatic tackling high altitude and running through bouts of vehicle exhausts, she had to use a nebulizer roughly every four hours. Although the race organizers may not have wanted it so, the challenge wasn’t just about you, running and altitude. Ladakh was way up in India’s north and landlocked. It had no railway link. Two main roads connected it to the outside world during summer. By early winter, they closed owing to snowfall. What a whole region can get by air is limited. Road transport dominated. Trucks plied supplying goods for civilian consumption and to also keep the sizable presence of the army, stocked. Given the strategically important Siachen Glacier and international borders with China and Pakistan Occupied Kashmir close by, Ladakh was a major military base.

Lisa Tamati gets some oxygen in (Shyam G Menon)

Lisa Tamati gets some oxygen in (Photo: Shyam G Menon)

Atop trucks and army convoys, were the vehicles carrying tourists, not to mention several private cars and motorcycles driving in because man on motorized transport photographed against Ladakh’s bleak landscape was considered high adventure in the plains. Traffic here is not yet as severe as in other parts of the sub continent. You can still experience empty stretches without passing vehicle. In the tourist season, traffic increases. When a vehicle passed by, in the still, clean air of Ladakh, your nose sensed every molecule of toxic automobile emission. They are two distinct high altitude worlds – the comfort within a vehicle or astride it, and running on the road breathing a blast of vehicle exhaust. Early in the race itself I noticed – Sharon had a surgical mask ready for use.

However the real challenge in the Ladakh ultra marathon was the altitude. The whole region straddled 10,000 feet and up. For variety, uphill gave way to downhill and the heat of day gave way to the cold of night. But what could the runner do about altitude which lurked everywhere? Sharon said that the Ladakh run had been the toughest yet in her distance running career. In a subsequent post on her website, she would write, “ It’s taken nearly four weeks to recover from The High.’’

Sharon, 47 years old then, finished the race in 37 hours and 34 minutes, chopping over 11 hours from the winning time of 2010. Ray’s timing was 39 hours, 03 minutes. All six participants completed the 222 kilometres within the assigned cut-off time as opposed to only one finisher in 2010.

The sign board near camp (Photo: Shyam G Menon)

The sign board near camp (Photo: Shyam G Menon)

A day after the ultra, Ray Sanchez ran a full marathon in Ladakh!

I later caught up with Ray and Sharon for a chat in Leh and couldn’t believe that they had the energy to talk, crack jokes and laugh after such a run. They autographed a race T-shirt for me, which I gifted to an ultra runner friend in Mumbai, who seemed more committed to running and capable of it than I. As for me, my running has remained the delight of a few weeks of jogging before the shin, foot and so many other parts of my left leg announce their existence, through pain.

(The author, Shyam G Menon, is a freelance journalist based in Mumbai. This article was published in much abridged form as a news report in The Telegraph newspaper and in a less abridged version in Man’s World magazine.)  

AN EARLY MORNING IN PUNE

Illustration: Shyam G Menon

Illustration: Shyam G Menon

Recovering from a shin injury seemed apt time to catch my first sight of many people running together.

Although based in Mumbai, a city renowned for its annual marathon, I hadn’t watched any running event cast so. The closest I got to the spectacle of people-in-motion was during early morning jogs in cantonment towns in the Himalaya, when my very slow self would be overtaken by groups of soldiers running by.

Last weekend changed that.                                  

I wanted to support my friend who had taken to running in her fifties. I have been on mountaineering expeditions. I know what an uphill task is. She was tackling an uphill task in life albeit in a different sport. She had enrolled for a run in Pune. It is an interesting city; a mix of the traditional and the modern with much young blood for physicality. Mumbai on Maharashtra’s coast and Pune on the western margin of the Deccan plateau are cities distinct by character. Past 4.45AM, my friend and I walked to the venue. Early morning there was very little traffic. The October weather was pleasant. Mumbai after the rains was prone to heat and humidity. Pune, 1840 feet above sea level, was neither hot nor cold. The train journey in had been lovely. A post monsoon explosion of orange coloured blossoms graced the countryside bordering the railway tracks. It was Sunday. Yet I suspect Pune woke up more casually than Mumbai, India’s nonstop financial capital. No tea stall was open. No vendor of India’s wake-up beverage had parked his cart close to the venue to tap the early morning market of people out walking and running.

Photo: Shyam G Menon

Photo: Shyam G Menon

The street lights shone like yellow orbs. I liked the sight of runners converging on the ground near Pune’s BMCC College. Some walked alone; some came in groups, some walked leisurely, others walked fast, some jogged. There were young people, children and middle aged people. Assembled on the ground, they were soon lost to pre-race stretching and warm-up. I wished I could be like them. But I was getting injured too often to run enjoyably for long. Some weeks spent running and I am back on the bench nursing pain. Further, contemporary running’s fierce sense of purpose was intimidating. I am not exactly your trail blazing-type to hold my ground before Running Inc’s gladiators, their measurement by timing, the races you participated in etc. It reminds me of everyday rat race.  

My friend entered the ground. I wished her luck and took my place on the road as spectator. Three old women, local residents who used the ground for their morning walk, arrived. They were politely apprised by the volunteers, of the ground being closed that morning for all except runners. The women took it stoically and walked off to choose a place to stand by and watch the run. At quarter to six, roughly a dozen motorcyclists on their Harley Davidson bikes rode in. Not quite apt – I remember thinking so, clearly. Yes, the bikers looked impressive as an advance party for the runners. But surely a lot of engine, noise and fossil fuel-burning were hardly best ambassadors of running. Events imagine differently and one day we may comprehend how sport by event management changed the idea of sport. Close to 6AM, the national anthem was played. A band of traditional drummers began playing. Right on time, the motorcycles thundered out from the venue on to the road with the runners who must have been pacers for the half marathon, right behind. At their heels, came the half marathon column.

It was an eerie feeling. On a regular day, you noticed the passage of a single runner on the road as mere passing visual. But a large group of runners brought the same feeling to my neighbourhood, as a passing herd. A herd of human beings running by produced a consistent shuffling sound and magnified sense of breath, like something big moving. It was like a passing rustle, soft yet pronounced by the many feet striking the ground. I wondered what it must be like to be within that column and enveloped by the sound of that breathing, striding organism. This was running’s equivalent of cycling’s peloton. I recall the seriousness of many runners. Each appeared to be in a private world, likely imagining the distance to sustain the effort. Or, more likely they were trying to keep such thoughts at bay for nothing worked as well in running or any endurance sport as a blank mind nestled like a marble in a bowl of rhythmic movement. Yet a blank mind was tough to achieve. The more you tried to achieve it as an achievement, the more the mind thought and produced baggage in the head! You have to be naturally happy running – that’s the Holy Grail, the Zen of it and all of them would soon be chasing Zen. How funny – the roundabout ways in which we recreate natural impulse only to find it synthetic due to the underlying compulsion. Or perhaps, the more fundamental question is – does man move at all without compulsion, without prey to chase or bait for attraction? Lost in such thoughts, I forgot to take out my camera and click on time. By the time I did, the column had tapered. Amid this, I thought I had missed my friend go by. Then just as I looked up, there she was!

Photo: Shyam G Menon

Photo: Shyam G Menon

After the runners were on their way, I walked around in the area looking for a tea or coffee stall. A small roadside shop called `Coffee Stop,’ which I had hoped to visit and seemed ideal for freelance journalist’s pocket, was closed. At Gopal Krishna Gokhale Chowk, not far from a bustling lot of newspaper boys loading their bikes with printed news that would inevitably be mere paper by evening, I found a tea vendor and his cart. It was the typical cart on wheels with beaten aluminium sheets on wood for kitchen platform. The vendor served good, hot, masala chai. Then, I stepped into an adjacent eatery, which had captured my curiosity. Cafe Goodluck (yes, they wrote good luck so) was on the ground floor of an old building. It had been there since 1935. Its serving sealed its place in my heart and wrapped up those early morning hours in Pune, in a cocoon of contentment. The cafe gave me the best bun-butter (locally called bun-maska) I have had away from Mumbai’s Yazdani Bakery. The Mumbai bakery’s bun was in a class of its own. Goodluck compensated for its more ordinary yet tasty bun, with a big sized-serving. I liked restaurants that fed their customers knowing that food was meant to sustain life. It is a value I admire in these days of hunger by economic inflation.

Freelance journalists know that hunger very well.

(The author, Shyam G Menon, is a freelance journalist based in Mumbai.)                   

CLIMBERS IN THE BIG WALL MIRROR (PART ONE)

Climber in the big wall mirror (Illustration: Shyam G Menon)

Climber in the big wall mirror (Illustration: Shyam G Menon)

The man on the climbing wall outside moved confidently, gracefully.

He initially traversed the lower routes; then climbed up, alone.

All of us, members of Girivihar, a Mumbai based-mountaineering club, returning from a climbing expedition in the Zanskar Himalaya, watched him from the dormitory of the Indian Mountaineering Foundation (IMF). It was 2004, Delhi. Abhijit Burman, who left the room to investigate, returned excited, “ that is Thomas Huber, they have come to attempt Arwa Spire.’’ Arwa Spire, Arwa Tower and Arwa Crest are snow capped peaks in the Himalaya characterised by huge vertical rock faces. Thomas was one half of Germany’s Huber brothers, famous for their ascent of such big walls. We learnt later that they successfully climbed the west peak (6088m) of Arwa Spire. 

Coincidentally, four years or so after that chance encounter with Thomas Huber in Delhi, the club decided to attempt the East Face of Kedar Dome (6830m) in Garhwal. To the best of Girivihar’s knowledge, there had been no officially approved Indian civilian expedition to attempt big walls in the Himalaya. When I spoke to him for writing this article, Burman attributed the move to an attempted convergence of the club’s experience in the Himalaya and the ascent of a new generation of rock climbers in Mumbai.

More than climbing, the project would prove an expedition in learning.

Girivihar’s challenges were basic.

Kedar Dome East Face (Photo: Franco Linhares)

Kedar Dome East Face (Photo: Franco Linhares)

Kedar Dome’s East Face involves mixed climbing. To begin with, there were few people in Mumbai who combined good skills on rock and ice. The mountaineering lot were given to the Indian tradition of large expeditions with hired helps. Alpine style ascents featuring lean teams were a rarity. Many of these mountaineers were average climbers on rock. They weren’t fiercely the Himalayan type either, for mountaineering is resource-heavy; in the typical Indian environment, spending a month every year in the Himalaya is a costly luxury. And if you don’t frequent the Himalaya, you won’t be at home there. On the other hand, the best rock climbers had become Sahyadri (the hills of the Indian peninsula, called in total as the Western Ghats) crag rats never venturing into unfamiliar terrain. They had become specialized for their warm weather, climbing-ecosystem. They had no appetite for the punishment that high altitude and big, cold mountains posed. The club assembled a team largely composed of young rock climbers with a few mountaineers thrown in. At practice sessions in Pune and at Ramnagaram near Bangalore they understood how far off the mark they were in terms of teamwork and a work ethic suited to high altitude. Within months, the more experienced climbers agreed to call off the expedition. “ That first attempt was poorly imagined and planned. We had neither done proper homework nor understood what a big wall at altitude entailed,’’ Vaibhav Mehta, among the best rock climbers from Mumbai (now settled in France) and who was to lead the climbers on the wall, said. Burman and Franco Linhares, who was the club president then, travelled north to check out the targeted rock face so far studied only from Internet photos and expedition reports by foreign teams who had climbed it. In Garhwal, looking at Kedar Dome’s giant East Face, Franco was convinced of the enormity of the challenge. “ It was serious stuff,’’ he said.

Kedar Dome East Face (Photo: Franco Linhares)

Kedar Dome East Face (Photo: Franco Linhares)

As a club member, I was disappointed when the expedition was called off. Not so much for big wall lost as for an opportunity to attempt Kedar Dome in the regular mountaineering fashion. The way this trip was originally conceived, there would have been two teams on the mountain. I was to be in the much smaller team attempting a conventional ascent. Now that wasn’t to be. There is a slight vagueness surrounding the choice of Kedar Dome East Face as initial objective in big wall-climbing. Foreign reports still available on the Internet, clearly mention the nature of climbing involved. You could ask – why did the club target something as formidable as the East Face straight away? Girivihar also didn’t attempt big walls in the Sahyadri like Harishchandragad’s Konkan Kada (a huge amphitheatre of rock not far from Mumbai), which was a prized local achievement, before looking toward the Himalaya. Maybe the quality of rock didn’t appeal. Rock in the local hills, which were volcanic in origin, tended to break and fragment. Maybe the climbs were distinctly different with little learning transferable to the Himalaya. Referring to the aborted expedition, Vaibhav said, “ we had not properly thought through how to stay on the wall and were assuming that we could transfer the same Sahyadri style of climbing to the Himalaya; basically climb and set up fixed ropes, return at day’s end to base camp and then go back up the fixed ropes to start climbing from where we left off earlier. That works for the rock faces of the Sahyadri and the long warm days here. But when it comes to climbing a big wall in the Himalaya, the scale of mountain face and the variables affecting the climbing environment question such approach.’’

Notwithstanding cancelled expedition, the big wall project didn’t die.

It hibernated.

That is Girivihar’s strength.

In 2004 when we climbed that peak in Zanskar, it was after three expeditions to the region ranging from exploratory to path finding to actual summit attempt.

Two years after calling off the Kedar Dome trip, Girivihar organized a big wall expedition in the Miyar Nala area of Himachal Pradesh. This too was based on foreign reports but the approach to the project was more realistic. Vaibhav was by then working and living at Leh in Ladakh, where he ran a climbing gym. With him moving that side, a couple of close friends, also climbers from Mumbai, had shifted there. One of them was Shyam Sanap, a strong moody climber, particularly good at bouldering. They consistently climbed in and around Leh. This – climbing at altitude (Ladakh is above 10,000ft) – fitted in with the required approach to attempting any big project – like a big wall climb – at altitude. But problems continued. Typically big wall expeditions in the Himalaya – indeed any expedition – by foreign teams are lengthy affairs because acclimatization is a must to perform well. In the case of Indian expeditions, most people are on leave from city based-jobs they can’t afford to lose. So the duration of an expedition is normally just a month. It meant that those coming from the plains were not going to be climbing at maximum strength in Miyar Nala even if they had left Mumbai’s sea level-altitude in peak form. Second, the shortage of climbing equipment lingered. The group had no multiple sets of protection devices yet. The club’s cachet of equipment, collected and preserved over the years was there. But it seemed insufficient.

On arrival at location, the team shifted the target from an earlier planned vertical big wall to a more inclined, long stretch of slab. Rock in slab form with gentler incline is a better, more forgiving medium to get used to challenges. It was blunt experiential education happening. In the Himalaya and seeing that vertical face alongside available climbing calibre and gear, the team realized they were unprepared for a combination of long climb and absolute verticality. The shift to the slab made sense.

While the slab project was on, it rained.

Enter the third problem – bad weather. People from warm peninsular India are no strangers to rain. Among Indian metros, Mumbai has one of the heaviest monsoon seasons. But how the rains feel, the way it changes the overall ambience – this takes a toll depending on where you are. Up in the Himalaya, rain meant wetness and cold. Clouds descended, visibility would turn poor. What was joyous mood of expansive mountains till some minutes ago became world shrunk to a few square metres of relevance to human being feeling cold. Very often in such situations, teams have to wind up work and wait out the bad weather. The Himalaya is an epic you tackle patiently.    

I asked Mangesh Takarkhede, a seasoned sport climber and part of the second expedition what the toughest difference was between the Sahyadri and the Himalaya that he endured at Miyar Nala. “ Sitting in a tent doing nothing while the weather ran amok outside,’’ he said. Mountaineers and high altitude trekkers learn this from years of being out. Nature is not in your hands and you have to learn to be patient, last things out, sometimes work despite it. But urban climbing, even sport climbing (which is climbing on pre-designed, pre-set routes and is the style that hosts climbing competitions), is a different animal. It is young, impatient and increasingly in a self endorsing cocoon narrowly focused on climbing to the expense of all else. Bad weather and the unpredictability of mountain terrain aren’t a problem in the controlled conditions of a climbing gym – are they? Vaibhav himself admitted that he would rather climb than hike although hiking is the only way man properly understands any terrestrial environment. In the limited window of opportunity available, the team nevertheless ascended several pitches (rope-lengths) up the chosen rock slab, some getting their first taste of Himalayan rock and rock climbing at altitude. According to the club’s in-house report, “ In this first exploratory trip, The team succeeded in climbing a 1100m long virgin rock face, with climbing grade of about 5A and total of 23 pitches. The two team members who summitted were Vaibhav Mehta and Shyam Sanap, while others climbed a 600m route on the same face.’’

Toro Peak (Photo: Sharad Chandra)

Toro Peak (Photo: Sharad Chandra)

In 2012, a third big wall expedition was mounted. This time the objective was Miyar Nala’s Toro Peak, already climbed by a foreign climber who had left behind route details. Weather was good. The team climbed Toro Peak two times that month. It showed their growing comfort with the environment. The club’s report said, “ we succeeded in a pure rock climbing ascent of Toro Peak (4860mts)’’ They opened two new routes, one being a central route of 550m; the other, a South Eastern ridge of 400m. Two separate climbing teams, one of three climbers and the other, of two climbers, topped. The climbing grades appeared easy overall save for the final portions. The report indicated a long day (over 12 hours) from base camp to summit and back. To be factored in additionally would be the effect of altitude on human effort. All in all, it was a more encouraging outcome than happened on the previous trip.

Vaibhav on Toro Peak (Photo: Sharad Chandra)

Vaibhav on Toro Peak (Photo: Sharad Chandra)

But problems persisted. Given ancient volcanic rock that breaks off periodically, many routes in the Sahyadri have shifted to being bolted, diluting to that extent the climber’s ownership of protection placed. It frees him to climb but removes a critical component of true climbing from the frame, which is – you are responsible for your safety and should therefore know how to place protection. Further, for the few still doing traditional climbing (trad) this way in the Sahyadri, Himalayan rock (nature of rock influences equipment placement style) was new. Result – the required trad climbing competence wasn’t second nature yet for the team. In contrast, years ago, Girivihar had pioneered civilian mountaineering from Mumbai, including the first civilian expedition to the Himalaya from Maharashtra and the first Indian civilian attempt to scale an 8000m peak, Mt Kanchenjunga. In the Sahyadri, it had trekked hard and climbed pinnacles. It had a past that was rich in Himalayan experience and trad climbing in the Sahyadri. Now it celebrated sport climbing and was identified best with an annual sport climbing competition on artificial climbing walls. Perhaps the unnoticed drift here had been acclimatizing to staged-events? Psychologically, this was a shift from the typical Himalayan environment and the whole deal of being outdoors. What Mangesh said had more to it than met the eye. An observation by Vaibhav also struck similar note. According to him, unlike in the Sahyadri, where rain is seasonal and spring and winter have nice dry days, a variety of factors affect the climber’s window in the Himalaya. When the weather is apt, you have to use it well. The climber has to be efficient; something particularly important on big walls where rope and gear can be many. Vaibhav felt that climbers from the smaller, sunny Sahyadri hills, while certainly good on rock, had slipped into a comfort zone (he didn’t spare himself). It was a bit like Sahyadri all the time, everywhere, when all the time and everywhere wasn’t Sahyadri. The biggest handicap born from comfort zone is ego. It blocks change. Arguments erupted at altitude among the participants during the second Miyar Nala trip causing fissures in the team. That’s how much a change to familiar context can mean. Equally, that’s how much an attempt to do something new can teach.

The team (Photo: Sharad Chandra)

The team (Photo: Sharad Chandra)

After three expeditions (including the one that was cancelled) and Toro Peak done, Vaibhav believed there was a lot to learn before the team could be on a genuine big wall. He was yet to trad-climb in the Himalaya with the same top notch calibre that he was capable of at lower altitudes in peninsular India. He wanted that flow to happen. “ I wish to climb hard on rock, at altitude,’’ he said in the Navi Mumbai suburb of Belapur, where preparations were on early January 2013 for the 10th edition of Girivihar’s annual climbing competition featuring sport climbers from home and overseas. That was the story till then of the first Indian civilian attempt to climb a big wall in the Himalaya. What they did does not match the visual impact of typical big wall-imagery from overseas or even such imagery from the rock faces of peninsular India, an environment they were used to. But they looked in the big wall mirror of the Himalaya and saw themselves. They knew where they stood. Knowing them, the team should be back for more. Vaibhav felt that a big wall expedition in the Himalaya could be candidate to collaborate with foreigners who had done it before. “ You learn a lot,’’ he said.

Perhaps that gentleman, from a morning long ago at the IMF climbing wall, should hear this. 

Girivihar, on gauging the competence of its original big wall team, did the right thing by calling off the Kedar Dome East Face expedition and choosing instead to start from basics in Miyar Nalla. It may have been humbling but in climbing, such decisions in the interest of safety are as highly respected as a climb well done.

Among information studied by the club for the proposed Kedar Dome East Face expedition was material on the ascent of the peak’s South East pillar by Englishmen Tim Emmett and Ian Parnell. It showed the nature of difficulty in big wall climbs at altitude, the equation between chance and luck and the climbing styles unique to each team.

The crux of their climb was high up at around 6000m. The degree of difficulty of this portion was estimated as 6c in accordance with the French system of grading. To put it in perspective, while there are climbers in Mumbai who have climbed at grades beyond this level, the said portion is at 6000m altitude where oxygen is less and exertion would be tiring, not to mention, the risks associated with a 2000m rock face. You are also carrying stuff you need on the wall. In an interview to planetfear.com Parnell said, “ As usual we carried no bolts and had a pretty light rack, only six pitons, which we placed about once each. We were very lucky to find good tent sites except for one day where we had to bivi* on some poor sloping ledges halfway up the final rock headwall, shivering the night away racked by continuous stone fall. The main difficulty on top of the crux pitches was following with a big rucksack, which was very tiring.’’ According to him there were times when they cried; sometimes, threw up from the strain. Plus, “ add to this the first 600m section we climbed in the night, which included some terrible rock with no protection and no belay.’’    

The crux was on-sighted (that is, climbed without any prior information about the specifics of the route; discovering it as you climb) by Emmett, who was described as among Britain’s strongest all-round climbers. He called it the most demanding piece of climbing he had done without falls. Interestingly, while Parnell was well experienced in the world’s big mountains, this was apparently Emmett’s first trip to the Himalaya and only his second alpine climb.

*Bivi is colloquial for bivouac, which is to camp while still on a climbing route. This spans being in a portaledge (a small, hanging tent) on a rock face to using any other type of shelter to having no formal shelter, spending the night on some ledge, sometimes with sleeping bag, sometimes, without.

(PLEASE SEE PART TWO OF STORY FOR EXPLANATORY NOTES)

(The author, Shyam G Menon, is a freelance journalist based in Mumbai. He would like to thank Sharad Chandra and Franco Linhares for permitting the use of photographs from their collection. An abridged version of this article was published in Man’s World magazine.)

CLIMBERS IN THE BIG WALL MIRROR (PART TWO)

Illustration: Shyam G Menon

Illustration: Shyam G Menon

EXPLANATORY NOTES

Big wall climbing

When the first moves in modern rock climbing and alpinism happened in Europe, the Americans got left behind. There wasn’t a personal stamp for them in the sport’s evolution. In the mid 20th century, they focused their attention on El Capitan, a sheer rock face of around 3000ft in Yosemite. The race to climb El Capitan and the subsequent ideological confrontation between two schools of climbing – one advocating clean climbing with removable protection (that is, you use devices which you can keep taking off from the rock as you progress up a wall leaving little trace behind of the climbers’ passage), the other, prone to installing permanent bolts into rock to host the protective gear – was a famous chapter in the evolution of climbing. It birthed two American greats with contrasting approaches in rock climbing – Warren Harding and Royal Robbins (please see earlier post ` The Short Cut’ for details).

Although huge rock faces had been climbed already in Europe, El Capitan’s first ascent revived the interest in big walls. The debate on climbing style continued. The French bolted like crazy. But the Americans and the British, favoured climbing with removable equipment, one reason why traditional (`trad’) climbing is big in the US. While established long routes (especially bolted ones) may get speed-climbed later, exploratory big wall climbing can be equipment-heavy. It requires efficient equipment management and entails staying on ledges on the rock face being tackled, sometimes using portable hanging shelters called portaledges. The climbs are typically multi-day affairs. Big wall climbing at high altitude (as the Huber brothers did on Arwa), developed as an extreme version, for high altitude is tough environment to hike in, forget rock climbing. Rocky peaks in West Karakorum and Patagonia became iconic in the discipline. These include Pakistan’s Great Trango Tower (6286m) and other rock faces in its neighbourhood and Torre del Paine of Chilean Patagonia with its rocky peaks of modest elevation but tricky Patagonian weather nonetheless. In India, visually speaking, the Arwa peaks fit the big wall category beautifully. Through all this however the attraction to climb El Capitan rules strong as that is the de facto spiritual ground of the discipline. Even established big wall climbers from other geographies come to Yosemite to prove themselves on El Capitan’s routes. Thus the Huber brothers, despite climbs elsewhere, briefly held a speed record on El Capitan. I have come across Indian climbers who dream of trying El Capitan one day. That said, big wall climbing is at its classic best when it is exploratory for that is true climbing, that is when climbing is stretched to long affair and gear and knowledge of gear placement is tested. In practice, in the high mountains, a big wall may stop being strictly rock and strictly vertical to being mixed terrain and amalgam of gradients. Some extreme mountaineering routes therefore have the traits of rock climbing’s big wall.

Bouldering in Miyar Nala (Photo: Sharad Chandra)

Bouldering in Miyar Nala (Photo: Sharad Chandra)

Types of climbing:

Bouldering: This is the minimalist form of climbing. The gear used is restricted to climbing shoes, chalk to keep the sweat off one’s hands and a crash pad to cushion falls. No ropes are used. As the name betrays, you climb boulders, typically up to fifteen or twenty feet high. Your friends `spot’ you as you climb to make sure that if you fall, you land on the crash pad. Since you don’t climb high, bouldering compensates by challenging you with very difficult moves, some requiring climbing technique, others, raw power.

Sport climbing: Sport climbing routes are longer than bouldering problems. Expansion bolts are drilled into rock to prepare a route. These bolts can take `quick draws,’ through which the climbing rope attached to your harness is passed as you ascend. The idea being – if you fall you will be stopped from going all the way down by the nearest quick draw and bolt. The other end of the rope is with your friend who is belaying. He feeds you enough rope to keep going up, monitors the feed and uses a belay device through which the rope has been passed to prevent the free end of the rope from quickly running out should you fall. Belay devices work on the principle of friction; some allow the belayer to manage this friction manually, others with auto-lock facility restrict the rope-feed to one direction thus automatically checking slack in the system should the climber fall.

Trad climbing: This style is characterized by the use of removable protection like cams (also called `friends’), choke nuts and pitons. The climbing style is near similar to sport climbing with your friend belaying you. On trad, you are more cautious than on a sport route because there is no previously installed protection on the route. As you climb up you look for features in rock, like cracks, to place the protection. Once the protection is placed, you attach a quick draw to it and then pass the rope through the quick draw. Once the lead climber has reached a rest spot, he anchors himself securely and belays the second climber up. As the second person does so – if it is a two-person team – he cleans the route removing all the gear that was placed as protection. This is clean, pure climbing. Unlike sport climbers, trad enthusiasts have to carry a lot of gear. Transferred to big walls, this work will also include gear-hauling for as you progress up a rock face you have to carry with you whatever you need for life and work further up.    

The club, the people:

Girivihar (www.girivihar.org) started life in 1954 as the Inter Collegiate Hiking Club of the Bombay University. In the mid-1960s, the name was changed to Girivihar to broaden the membership base to beyond the university. It is today Mumbai’s oldest mountaineering club with a track record of mountaineering in the Himalaya and trekking and rock climbing in the Sahyadri. Of late the club has also spawned an interest in cycling. Girivihar is notable for its regular itinerary of weekend activities (trekking or climbing depending on the season), annual outdoor training camps for school students and adults and an annual bouldering competition that sees participation from India and overseas. The club’s office bearers meet every Wednesday at a cafe in Dadar in the city. Girivihar was also instrumental in setting up and managing the climbing wall at Mumbai’s Podar College.

Franco Linhares is past president of Girivihar and most importantly, its longest serving. He is probably the oldest, consistently active rock climber in Mumbai. You will see him every other day on the Podar College climbing wall and at most weekend treks / climbs of the club save those occasions when he escapes to merry Goa or can’t get away from life with the climbing bug for the slower pace of a hike. A chemist by training and once employed with a MNC, he chucked it all up for a life in the Sahyadri and the Himalaya. Abhijit Burman aka Bong is an institution in Girivihar and the Mumbai climbing scene. An unforgettable character, he works as a technician at BARC. He has been central to many Girivihar projects. A mountaineer and cyclist, he appears to have transformed to being a mover of projects and their manager.

Shyam Sanap on Toro Peak (Photo: Sharad Chandra)

Shyam Sanap on Toro Peak (Photo: Sharad Chandra)

Years ago, Vaibhav Mehta etched his name into the rocks at Mumbai’s Borivali National Park, founding a climbing route aptly called `Finger Crisis.’ From them on, he hasn’t looked back. Originally not members of Girivihar, Vaibhav and his close friends – Shyam Sanap, Sandeep Varadkar, Mangesh Takarkhede (they originally belonged to a group called DARE) – was the energy missing in Mumbai’s sport climbing scene. They were the first hard core addicts of the sport, spending days obsessed with climbing-problems and blazing a trail difficult for others to emulate. Until the arrival of these youngsters, the prized pursuit in Mumbai’s rock climbing was ascending pinnacles in the Sahyadri. Climbing was largely trad climbing but leaning towards bolted routes given the nature of rock. Vaibhav & co fueled sport climbing. Now, as the big wall climbing-story shows, trad probably beckons. Vaibhav has ranked among the top sport climbers in India and more importantly, distinguished himself as a route setter for climbing competitions. This generation of climbers linked up easily with overseas rock climbers, particularly the French. Rather amusingly the most common encouragement in Mumbai’s climbing circles now, is “Allez!’’ Vaibhav ran a cafe and climbing gym in Leh for a few years. He now lives in France, visiting Mumbai in time for Girivihar’s annual climbing competition where he is usually the route setter.          

(The author, Shyam G Menon, is a freelance journalist based in Mumbai. He would like to thank Sharad Chandra and Franco Linhares for permitting the use of photographs from their collection.  An abridged version of this article was published in Man’s World magazine.)

TWO TRAINS

Illustration: Shyam G Menon

Illustration: Shyam G Menon

The express train was soon cruising.

About twenty minutes out of Howrah, the pretty young woman on the seat opposite me exchanged her assigned berth with the middle aged housewife gazing disinterestedly at the world outside. Right upper berth gained, she hauled herself up to its privacy. The housewife on the left lower berth put on a sick expression; the sort that requires no hospitalization, merely attention, a little fussing over. Her husband, a businessman bound for Bhiwandi, rubbed his sleepy eyes and worked the cell phone. The morning sunshine on the side lower berth – the short one parallel to the aisle, if you know the anatomy of a typical Indian railway coach – bothered him. It was settled quickly. There was an exchange of berths with a less tired middle aged man, owner of the right lower berth in the main coupe. Within the air conditioned compartment, the latter immediately spread out railway bed sheets to mark his new acquisition warmed by sunshine. He sat on the compact berth with his back to the aisle, cross legged, staring at the passing landscape like a trader in his shop awaiting customers. I wondered what he would sell; sunshine perhaps? Bottled sunshine to cure the world’s problems; a shop laden with shiny glass bottles flashing by in an express train. All this – exchange of berth and setting up shop – happened in five minutes.

The Bhiwandi bound-husband was now seated next to me.

He gave me pleading looks.

“ Which is your berth?’’ he eventually asked.

“ I suppose you want to sleep,’’ I said, trifle annoyed at this rapid collapse of people around me.

He nodded like a neglected child.

The wife, probably angry with him and his cell phone, had already gone to sleep, blanket over her head.

I knew it was my turn to move.

I was on the Duronto Express; non-stop from Howrah in Eastern India to Mumbai on the west coast, save a technical halt at Bilaspur in the country’s middle. The train had just been introduced. It was fast by Indian standards but certainly not so by standards elsewhere. The Indian Railways meant a lot in India. It was one of the world’s biggest railway networks with portions – like the Mumbai suburban system – ranking among the busiest worldwide. The Railways meant so much that they struggled to keep pace with the demands India’s huge population heaped on it. Right now as I edit this piece, relentless inflation, unstable oil prices, the depreciation of the Indian rupee leading to costlier imports – all have conspired to make road and air travel expensive for the average Indian. Under such circumstances, the country counts on its government owned-railways to guarantee affordable transport. It may be over two decades since economic liberalization started and we may be now trillion dollar economy. But if you want to meet India, you still have to take a train. On busy routes, tickets are usually hard to find unless you book early. Speed can’t be a priority on overcrowded rails. What could be done instead and which the Railways do despite protests, is reduce halts en route for semblance of super fast and express travel. My Duronto Express was unique for its single halt, that too, technical. The train was painted in strange fashion; its facade sported illustrations of meadows, forests and trees as though a child had sketched it. At that time, if I recall right, it was the only Duronto in the country. Now there are several.

It may be over two decades since economic liberalization started and we may be now trillion dollar economy. But if you want to meet India, you still have to take a train.

Non-stop rail travel made the experience a bit like an intercontinental flight minus pretty air hostesses and luxury. You felt trapped in a long, air conditioned tube of an ecosystem. Half an hour from Howrah, with me now on the left upper berth, our coupe settled into the pattern it would hold till Mumbai next day. I read the biography of Slovenian mountaineer Tomaz Humar till my eyes ached; then I listened to rock music till my ears throbbed, after which I tested my left leg to see how long it could bear the cold blast from the overhead AC duct. With people genuinely asleep or lazing around on the lower berths, tea, breakfast and lunch – everything was had sitting in C-shape on the upper berth. Bored, I looked towards the pretty young woman who had occupied the right upper berth. She was busy talking on her cell phone. I began praying that the instrument would conk off forcing her to seek conversation elsewhere. She was the only one around doing anything more than eating, sleeping, eating and sleeping, even if the difference was endless whispered nothings to her boyfriend over that phone

My mind drifted to the Kamrup Express. Two weeks earlier, life aboard that train had been as different as alive from comatose.

I had the lower berth on the left. Seated opposite was an elderly trader headed for Guwahati. In half an hour he found devoted following in a young man from the same community, employed with an engineering firm. An extended family tree was discussed; shared branches located. They conversed like two cozy birds on the same branch dipping into that tradition of centuries of unchanged sunrise and sunset. Somehow Indian conversations – especially those tinged by mercantilism – drift to endorsing unchanged society. I suspect money likes to keep everything else the same so that it multiplies undisturbed. That’s why, if you sit in on it, conversation among traders can seem depressingly mono-cropped. It’s shaped to single dimension. Knowing the state of my purse, I end up feeling that I have no future. Not that other Indians make it any easier; money is obsession everywhere here. The compartment’s aisle stayed busy with soldiers visiting coupes hosting friends. It was probably their last socializing before dispersal to far flung military camps. The army had a strong presence in North East India. The lone person from the air force sat tracking the stations to his halt; it was his first time in Assam. A cell phone blared Malayalam film songs from the next coupe, while not far off Tamil held forth. The Marwari engineer sat reading a book called Making Breakthrough Innovation Happen by Porus Munshi. It fetched a strange visitor from the next coupe. Taking charge of the book the man said, “ I am a Lieutenant Colonel in the army. Promoted out of turn; all my batch mates are still major.’’ I remember that introduction for its utter strangeness. Later, he kept calling up people – I suspect from the conversation, they told him to spare them the trouble. Past midnight, he was still getting ticked off, offering a quick, “ okay, ta-ta, bye-bye, good night, sweet dreams, ‘’ to every person slamming the phone down. The last time I saw him, he was sitting alone on the coach attendant’s seat near the wash basin, cell phone in hand, train’s rhythm on rail for company.

Illustration: Shyam G Menon

Illustration: Shyam G Menon

Early next morning from New Jalpaiguri onward, the train became a bazaar. It was an invasion of vendors. My favorite was a man selling popcorn, peanuts, roasted green peas and a whole lot of similar eatables. His signature call was, “ ta-ta-time, pa-pa-pass.’’ Put together that became `time pass,’ the Indian solution to tackle many things in daily life – from delays caused by gargantuan bureaucracy  and the queues of huge population to a moment of restless standstill in cities of constant rush. He also had soft items for “ old men with no teeth,’’ crunchy ones for the young and peanuts, sold as catalyst for conversation between lovers. The sales pitch in the latter attracted questions. “ Nowadays people overlook peanuts and talk on the cell phone. With phones you need towers and signals to talk to your lover, peanuts need none of that, ‘’ the vendor explained before moving off to another chant of, “ Ta-ta-time, pa-pa-pass.’’ What amazed was the array of goods sold by these vendors – there were pen drives, flash lights, film rolls, mobile chargers, mobile batteries, cameras, watches, track suits, massagers, foot pumps, flasks, jackets, hand held sewing machines, DVDs, carpets. China had changed even vendors on trains; their talk was now peppered with megabyte, cyber, digital, MP3, I-Pod and like. Some of the vendors were dexterous; the gamcha vendor was a heap of clothes on two legs, as was the carpet seller. The soldier from the upper berth, traveling to Dimapur, struck a deal with the young engineer to buy DVDs. Using the engineer’s laptop, they scanned disc after disc for good, pirated prints till it drew loud protests from the vendors. “ You are scanning all my discs and buying only one. I would have sold ten by now,’’ a vendor remarked as a coupe-load of people helped the soldier bargain down DVD price from Rs 60 to Rs 20. Half way through the exercise, the engineer, mindful of new found uncle nearby, reduced his involvement to pure technical assistance with no say in film selection. Curious, I thumbed through the soldier’s selection. It ranged from 3 Idiots and Avatar to Emmanuelle and riskier beyond. Uncle looked stoically into the distance. The engineer buried his nose in his book.

The train was now two and a half hours late and politely making way for every other train to pass us by. Occasionally, when we had the benefit of a platform nearby, we got off to stretch our legs. “ That’s the Amritsar train, that’s the Rajdhani express,’’ the ticket inspector would clarify oblivious of our self-arrest. He was like a railway historian giving us a guided tour of the why, how and several other qualities of a journey disrupted. Standing so, on the platform at Barpeta Road, I saw a man wearing a T-shirt that said, “ Japan-US at war, 104 die in Hawaii raid, McArthur in Australia.’’ It appeared topical for the only region in India to have experienced real fighting in World War II. The Battle of Imphal and the Battle of Kohima were major turning points. As the crow flies, Imphal and Kohima were not hugely distant from where I was although actual travel along hill roads meant distances in the North East were often deceptive. The T-shirt also appeared topical, given the purpose of my trip to Assam and from there to Arunachal Pradesh to write about the Stilwell Road. The train crawled on. A harried coach attendant arrived muttering, “ people give me thousand rupee-notes and demand a bottle of water. What am I to do?’’ The matter was giving him a headache. As if to soothe his headache, the China connection made itself heard once again; a blind vendor produced three different sized-vials of “ China Vicks.’’ Meanwhile, the upper berth bearing the DVD obsessed-soldier, emitted kung fu shouts, bomb blasts, machine gun fire and full throated passion. The laptop stayed up there with the soldier through the day; the engineer sat reconciled to Porus Munshi. At night, our coupe converted into a cinema theater, laptop on the small folding table with soldiers from nearby coupes converged there to watch 3 Idiots. Film over, a bizarre incident occurred. A passenger woke up from deep slumber inquiring why he was on the train. Co-passengers comforted him and hushed him back to sleep. Morning brought mist, winter chill and Tinsukhia. As with several stations before from Barpeta Road to Guwahati, I got off the train to `set foot’ on a platform I may not see again. It was my little conquest-of-Everest act. It was also perhaps a measure of my meek character for the truth was I was still in India. Yet these were parts I hadn’t been to before. Indeed one of the things I discovered as I grew up was how little I knew of anything in India; I didn’t even know my neighborhood well. In the desperate Indian life, we reach other countries before we discover the places we were born in. In middle age, I was doing what I should have done earlier. After Tinsukhia, we moved on tracks bordering a road beside tea estates, to Dibrugarh. I remember looking at those tea estates on vast, relatively flat ground and wondering how different they seemed from Kerala’s tea estates situated on hillsides. Somewhere out there, not far, lurked the architect of Assam’s geography – the mighty Brahmaputra; a river wide enough in parts to seem a small sea.

As with several stations before from Barpeta Road to Guwahati, I got off the train to `set foot’ on a platform I may not see again. It was my little conquest-of-Everest act. It was also perhaps a measure of my meek character for the truth was I was still in India.

Luckily for me, the young woman on the Duronto Express was as bored as I was. She was moving to Mumbai on work. Conversation served well to distract her from the approaching huge city she had transited through before but had never wanted to live in. Now she was going to live there. She seemed happy to talk. I missed that vendor on the Kamrup Express. He could probably teach a marketing lesson or two to the Railways on the real USP of the non-stop Duronto Express.

Introduce peanuts for a start?

(The author, Shyam G. Menon, is a freelance journalist based in Mumbai. A smaller version of this article was published in The Hindu Business Line newspaper.)

STILWELL ROAD (PART ONE)

This article is composed of two separate but convergent stories. One is narrated in normal text; the other is in italics.

Stilwell Road between Nampong and Pangsau Pass (Photo: Shyam G Menon)

Stilwell Road between Nampong and Pangsau Pass (Photo: Shyam G Menon)

Mid-January 2010.

Assam Rifles camp at Jairampur, Arunachal Pradesh.

The wooden table, covered in clean white cloth and moved by smartly dressed soldiers to a sunlit spot for photography, resembled the typical setting to display captured arms. It appears often on television – rocket launchers, AK-47s, rounds of ammunition, all stacked, labeled and kept on a clean, white tablecloth. That day however, as I got my small camera ready, the soldiers brought forth rotting pieces of weaponry. Two machineguns of World War II vintage, rusted to golden brown with yellow streaks, several parts missing. They kept it reverently on the table and as soldiers do, faded to the backdrop. Some days before, just behind the camp’s administrative block where I stood, men were tilling a patch of land to cultivate plantains and papaya, when the foot-deep blade of the tiller struck metal.

Welcome to Stilwell Road.

Officially it was National Highway 153 running in from Assam. Earlier, past the dusty, coal-smeared roads of Ledo and opposite another military camp, a large board with an overgrown path nearby and a long forgotten railway track leading to a long gone bridge had announced start of the Stilwell Road. Across the river, the old track now partially covered by earth, led to the Lekhapani station with its plaque reminding us that it used to be the eastern most tip of the Indian Railways. The last train to the erstwhile coal loading station was in February 1997. On the road nearby, a truck lay overturned on the road, its load of coal being shoveled into gunny bags by workers. It must have begun its trip at Ledo, a coal town with an open cast mine operated by Eastern Coalfields; long stretch of road bordered by heaps of excavated earth and a stream colored yellow with effluent. For those in search of Stilwell Road, this was the Ledo of World War II, from where General Joseph Stilwell of the US Army built a road into Myanmar to connect with the famous Burma Road leading to China. It was a Herculean task involving the Americans, the British, the Chinese and Indians; a road that cut across high mountains and dense jungles, best captured in an oft published black and white picture – one snake of a road slithering down a mountain.

At an outdoor camp in the Himalaya in 2007, I met Pearly Jacob. She was from Mizoram in North East India, working in Bengaluru (Bangalore), the South Indian city made famous by the IT industry. Despite my desire to visit the North East, I had never made it anywhere that side. Courage, especially the courage to travel alone, was in short supply. Much of my so called adventures had been with others. It usually embraced conquest of something – a peak or a pass – as objective, while real adventure lay already lost through sticking to familiar group. Perhaps she would travel with me? Pearly laughed off the suggestion, asking why I would need company. Instead she cited a friend – Malayali, brought up in India’s IT capital – who had gone exploring in Myanmar. I didn’t seek details, for the person’s whereabouts appeared hazy and more important, somebody taking off just like that made me feel like an abject coward. Couple of years later, Pearly herself reached Thailand. In a remarkable journey, this former radio jockey at World Space, cycled through a few countries in South East Asia into China and then traveled right across to Mongolia.  Late November 2009, after a long gap, I checked Pearly’s travel blog and saw a remorseful entry on Arun’s demise in Dali, Yunnan. That’s how I found the name of the man who went off to Myanmar, obsessed by the Stilwell Road. An Internet search then threw up Arun Veembur’s obituary from The Hindu: Young Writer and Intrepid Traveler Dies in China.   

The Stilwell Road’s construction and the preceding airlift, flying in supplies from Assam to Yunnan in China across mountains exceeding 10,000ft in elevation, was considered one of the most remarkable chapters of World War II. It was necessitated following the Japanese invasion of China and the consequent inability of Allied Forces to supply China by sea. To make matters worse, the Japanese land thrust towards India from South East Asia, cut off access to the Burma Road once Myanmar fell. The airlift from Assam – called `Flying the Hump – became a legend in aviation history. Flown by American and Chinese pilots, several aircraft were lost on this route at a mountainous knot on the planet where the combination of altitude, rain bearing clouds and powerful winds made flying terribly difficult. The jungles below were called an aluminum trail for the aircraft debris strewn around. Needless to say, the terrain made rescue operations difficult. Yet rescues were carried out. The planes transported items ranging from ammunition to fuel and even currency notes, often making for a combustible mix when kicked around by turbulent weather. There were two flight paths across The Hump, the dangerous upper one from Assam and an easier lower one from Calcutta. In 2010 the lower one was being used by China Eastern airlines for flights linking Kolkata and Kunming. Some of the air strips associated with the Second World War airlift had since come under Indian Air Force charge and were still functional at Dibrugarh. As were the tea estates which lent their names to the air strips, provided accommodation for the airmen and whose personnel – through the Indian Tea Association – were associated with building railways and roads in these parts, not to mention, taking care of the refugees that poured into India when Myanmar fell to the Japanese. The 3727ft-high Pangsau Pass in the Patkai Hills was where they had crossed into India; that’s where the Stilwell Road was headed.

The Stilwell Road’s construction and the preceding airlift, flying in supplies from Assam to Yunnan in China across mountains exceeding 10,000ft in elevation, was considered one of the most remarkable chapters of World War II.

Several years ago, a civil contractor was intrigued by the bricks he was being supplied. They were old and unlike the regular ones. Investigations exposed theft from a local cemetery. That’s how state authorities and the Assam Rifles stumbled upon what is now an official World War II cemetery, with almost 1000 graves, many of them Chinese. I sat before the grave of Major Hsiao Chu Ching of the “ Independent Engineers of Chinese Army stationed in India,’’ born July 1913 in Hapeh Province and died, December 1943. Less than 100 feet away was the newly erected memorial and a row of Assam Rifles soldiers gearing up for the arrival of Pallam Raju, the then Minister of State for Defence. He was on his way to the 2010 Pangsau Pass Winter Festival at Nampong, last settlement on the Stilwell Road before it crossed the pass into Myanmar. The festival had built a buzz around the road, a buzz that highlighted its potential place in trade. This one was compelling, running as it did from Assam through Arunchal Pradesh to Myanmar and eventually, Kunming in China’s Yunnan Province. No other road did this. At the festival’s inaugural ceremony attended by Arunachal Pradesh’s then Chief Minister, the late Dorjee Khandu, speakers welcomed the tribal artistes from both sides of the border and hoped that the road would be opened for trade.

The old rusted guns unearthed at the Jairampur military camp (Photo: Shyam G Menon)

The old rusted guns unearthed at the Jairampur military camp (Photo: Shyam G Menon)

You know that a person born in the noisy 1980s is different, if he likes Buster Keaton, Hollywood actor from the era of silent movies. Unusual tastes, often dismissed as eccentric, are typically the product of investing in a fascination. It betrays curiosity. Arun was unusual, often entertaining friends with a Keaton or Charlie Chaplin act. He was an only child. His father worked with the DRDO in Bengaluru. His mother was related to E.M.S. Namboodiripad, Kerala’s most famous Communist leader. The parents moved to Thrishur in Kerala. As a young man shifting from engineering to a course in journalism, Arun displayed a craving to know. He was an avid reader, a keen quizzer and passionate biker owning a RD 350 and a Yamaha Crux, but had a penchant for trouble. “ With him around, the darnedest things used to happen,’’ Darshan Manakkal, who along with Robin Browne, had been Arun’s seniors at Christ College in Bengaluru, said. It all started with holidays in Assam, where Robin’s parents lived. The first visit was to Tezpur; the second was to Dibrugarh with forays to Margherita and Ledo. That was how Arun came to know of the Stilwell Road. On return to Dibrugarh, he found books on the subject in the personal library of Robin’s father, who had an interest in the World War II history of the region. It probably began focusing his life for the Stilwell Road began to grow as an objective. In appearance he was a scrawny individual, possessing many of the habits of the contemporary urban youngster. “ But he had this urge to show that he was capable of what seemed difficult,’’ Arun’s uncle, Rajesh P, said. According to friends and family, he also had another under-estimated virtue. Arun could make people feel special and he never hesitated to strike a conversation with anyone, rich or poor, big or small. Not long after he stumbled across the Stilwell Road, he did his basic mountaineering course from the Himalayan Mountaineering Institute and made a third visit to Assam, this time traveling down the Stilwell Road with a view to hit the Pangsau Pass. Manu Neelakandhan, Arun’s cousin, believed that he was turned back just before the border by the guards. Arun had worked with Deccan Herald. After returning to Bengaluru from this third trip to Assam, the young journalist took up jobs – he worked at Silicon India and Mid Day – purely to fund what he realized he should do next, go to Myanmar. In his mind, a book on the Stilwell Road was taking shape. It became an obsession and for a brief period the bug bit Rajesh as well. One day he called up Arun from the Blossom book store on Church Street and said there was a copy of General Joseph Stilwell’s autobiography available. “ Pick it up,’’ Arun said, thrilled. By now it was official to family and friends that Arun would head off on his little project.

Lobbying to reopen the Stilwell Road had been on for some time. A news report from Kolkata dated August 4, 2004, said that the Eastern Region Chairman of the Federation of Indian Export Organizations had pitched for reconstructing the road. In November 20, 2008, a report quoted the Chairman of the China Council for Promotion of International Trade, saying in Kolkata that reopening the road could be a vital trade link. Another report cited then Minister of State for Commerce, Jayaram Ramesh, symbolically handing over a sack of salt to a Myanmar army officer at Pangsau Pass. He said the Commerce Ministry wanted to reopen the route by 2010. Then a June 18, 2009, report from Guwahati quoting B.K. Handique, then Minister for Development of North Eastern Region, said that plans to reopen had been shelved following Myanmar’s objection on security grounds. At Nampong, I asked Pallam Raju what the government’s official position was on reopening the road. He declined comment and referred me to S. Sharma, Secretary of the Border Roads Development Board who said, the Border Roads Organization had nothing yet to do with the Stilwell Road. Reconstructing the road was probably important for Arunachal Pradesh. The state with China to the north and west had only Myanmar to probe for international trade route. Setong Sena, then Finance Minister of Arunachal Pradesh, had been among those who visited the Prime Minister’s Office to seek the reopening of the Stilwell Road. According to him, the government had put the Stilwell Road as a third priority after routes opened in Mizoram and Manipur. Now in retrospect, it appeared that the Myanmar authorities having seen India build a Friendship Road into Myanmar from Manipur were possibly wanting similar work this side. Indeed, much of the Stilwell Road in its World War II form reportedly lay on the Myanmar side. That was great history but it raised the question – how can there be trade if the road was too bad for modern transportation?

(…TO BE CONTINUED)

(The author, Shyam G Menon, is a freelance journalist based in Mumbai. He would like to acknowledge the assistance provided by Ripunjoy Das and Pranab Phukon while doing this story. An abbreviated version of this article – ie part one and two – was published in The Hindu newspaper. That article has a photo of Arun. This is the link to the article in The Hindu http://www.hindu.com/mag/2010/05/02/stories/2010050250140400.htm A bit more elaborate version was published in Man’s World (MW) magazine.)

STILWELL ROAD (PART TWO)

This article is composed of two separate but convergent stories. One is narrated in normal text; the other is in italics.

Past the cemetery at Jairampur, the only reminder of World War II on NH153 aka Stilwell Road was a narrow Hamilton Bridge.

Stilwell Road between Nampong and Pangsau Pass (Photo: Shyam G Menon)

Stilwell Road between Nampong and Pangsau Pass (Photo: Shyam G Menon)

Nampong resembled a market town spilling with activity for the festival. There was a designated spot for traders from Myanmar. Business was brisk and the articles on offer included packaged food items, garments, toiletry, cosmetics and small gadgets. A lot of the stuff was Chinese but some, like the instant tea and coffee, was from Myanmar. A particular attraction were knifes and ceremonial swords. Although there were instances of the same tribe spanning both sides of the border, not everyone there for the festival succeeded in communication. Plenty of gesticulation and intonation sealed a transaction. The currency was always rupees; that’s what the Myanmar traders preferred. Border policing in these parts worked on the principle that people residing in the neighborhood of the international divide be allowed to cross. There were specific dates for visits by either side. Previously a visitor from Myanmar crossing over to the Nampong market was identified by a rattan basket. Then, the basket while still around, was overshadowed by weather beaten 4-stroke step-thru motorcycles. They were allowed to be driven till a small clearing overlooking Nampong, where all vehicles were parked and the visitors walked down. The Stilwell Road was in the process of being widened here. It alternated between very narrow stretches that emphasized the lush green jungle around and bulldozed patches of orange earth betraying the soft terrain that had made work difficult in the 1940s. Past the last Assam Rifles check post, the road deteriorated into a bouncy, mud track. Tucked behind a couple of bends was the real boundary line between India and Myanmar with an old stone marker and alongside, an overgrown path – the old alignment of the Stilwell Road. Few more turns and the first check post on the Myanmar side drew up followed by a cracked building with a derelict Lifan truck parked in front. Ahead, the village of Pangsau in Myanmar was already busy with people who had crossed over as part of the festival. Behind the market place, a steep road ran down to the edge of a beautiful lake – The Lake of No Return. It was associated with the region’s World War II history as a lake into which planes crashed. Its shores were utterly peaceful.

I found Khaing Tun’s diary on the Internet. In an entry in Yangon, dated February 3, 2007, Khaing noted on the upcoming trip she had organized, “ Arun (from Bangalore) has many questions and continued to be so enthusiastic.’’ Unlike in India where there was little tourism in the North East around World War II sites, there were regular trips in Myanmar, usually availed by Second World War veterans who had fought in the region. Arun had got himself on to a similar trip to the Myanmar side of the Stilwell Road. Khaing met Arun on February 16 at his Yangon hotel along with Peter, whose interest in the Burma Campaign of World War II was triggered by Louis Allen’s book `The Longest War.’ The next day, a third person, Ron, arrived. The team hit the road for Pangsau Pass and Myitkyina on February 18. Photos of Arun from the trip show a T-shirt clad, bespectacled young man, busy scribbling on a note book or standing with camera in hand. On February 21, after traversing through a lot of harsh terrain, the team was advised not to proceed towards Pangsau Pass and instead turn back from Nanyun. The main problem had been the three foreigners in the team – an Indian, an Australian and an American. Apparently, permits were only as good as the goodwill of local military officials and to the team’s bad luck they had a newly posted commander put his foot down. They withdrew to Shinbwiyang, which as per the Stilwell Road’s old alignment was 105 kilometers from Pangsau Pass, and from there to Myitkyina, 342 kilometers from the pass according to old estimates. There the team took a plane back to Yangon. However Arun and Peter got off at Mandalay to travel to Kunming in China. Little was known of this trip likely down the Burma Road; when built the Stilwell Road was connected to the old Burma Road at Wandingzhen. Arun was believed to have reached Kunming in typical backpacker fashion with no money and just happiness for the journey done. He eventually found a base at The Hump, a backpackers’ hostel with a colorful bar. It had a lot of World War II memorabilia for theme, especially the aviation part including those flights from Assam to Kunming. Arun loved this place where all sorts of travelers and people with crazy projects washed up; he also became a good friend of the hostel’s owner. According to Pearly, much of the `work’ Arun did subsequently was basically anything to further his stay in China.

Shop at Pangsau in Myanmar (Photo: Shyam G Menon)

Shop at Pangsau in Myanmar (Photo: Shyam G Menon)

What struck me that day in Pangsau was the absence of the Myanmar military. At the first check post I had seen a policeman; at the second I saw one person in olive green surrounded by men who looked like villagers. A senior officer of the Assam Rifles later said that overt military presence had been relaxed on either side for the festival. Nevertheless it felt strange to be in a country ruled by a military dictatorship with no passport or visa on oneself. You worried when the veneer of welcome would crumble. Either side of the border in these parts had experienced insurgency. In Myanmar it was the Kachin rebels. There was reportage on the Internet by the Kachin News Group on the Stilwell Road in Myanmar; about reconstruction, accidents and life along the road. On the Indian side, Dibrugarh from where one proceeded to Ledo, was the home town of Paresh Barua, leader of the ULFA while Jairampur and Nampong fell in Arunachal Pradesh’s Changlang district, which along with neighboring Tirap district, were part of the Greater Nagaland claimed by Naga militant groups. Consequently, Naga rebels had been active in these districts. Further, Indian militant groups have operated from foreign soil and militancy everywhere had links to narcotics. In Dibrugarh, I met Dr Nagen Saikia, former Member of Parliament and former President of the Asam Sahitya Parishad. He wrote in a newspaper article that reopening the road would be a blunder.  Dr Saikia felt that the government’s `Look East Policy’ was both an oversimplification of the North East’s cultural roots and a boost to international trade from the region earlier than required given China’s confusing stance towards India. “ Assam also does not have so many products to trade with Myanmar and China,’’ he said.

I did not speak to Arun’s parents, who at the time of writing this article, were still in mourning. It appeared that the variety of work Arun did to stay in Kunming and complete his book, ranged from content development for The Hump and tourism in the area to work with the Yunnan Chamber of Commerce and helping Indian businessmen in Yunnan. He learnt Chinese. Both Rajesh and Manu recalled conversations involving potential business contacts between China and India. In 2008, Arun briefly visited India; then returned to Kunming. Around this time, Pearly who was passing through met Arun in Kunming. He had been her senior in Christ College. In her blog, Pearly captured the emergent core of Arun’s travel philosophy. He had moved on from Lonely Planet-totting backpacker to staying and knowing. Pearly was in Kunming for a month, she then moved to Dali. Arun, who had by now started developing content for a website related to the historic city, initially made periodic visits as part of his assignment and then after Pearly resumed her journey to Mongolia, himself shifted to Dali. On the fateful day in early November, Arun was out on a solo hike in the Changshan Mountains. During descent, he slipped at a dry waterfall and injured himself badly. Having informed his friends in Dali of the accident, Arun who was on a less frequented trail, crawled under a ledge for shelter. By the time rescuers found him, it was too late. He was 28 years old. “ He had told me that traveling and writing was what he wanted to do. After Stilwell Road, he had planned something in Peru and another trip in Europe,’’ Rajesh said. The family was trying to compile Arun’s notes from China.   

Lake of No Return (Photo: Shyam G Menon)

Lake of No Return (Photo: Shyam G Menon)

The road came with a fan following attached to it. At Nampong, I met Professor H.N. Sarma from Digboi, former Principal of the Margherita College and acknowledged locally as an expert on the Stilwell Road. There were a couple of vintage jeeps driven in for symbolism. Teams continued to attempt traversing this link between India, Myanmar and China; some like the Cambridge / Oxford team of 1955, Eric Edis in 1957 and Donavan Webster later, wrote memorable books. Others plotted travel in Internet chat rooms. None of this mattered for local people crossing the border. Quirks of history and accumulated neglect had made their everyday life an adventure for others. The irony of the Stilwell Road was that not long after its completion and the first convoy of Allied supplies reached China by that route in February 1945, the Second World War ended. Hundreds of lives had been sacrificed building the road but its use in entirety for the purpose it was meant for – a transport link between India and China, was hardly tapped. In the years following the war, the forces supported by the Allies shifted to Taiwan and mainland China became a Communist nation. Then in 1962, China invaded India in a war that contributed greatly to the mistrust which came to characterize relations between the two countries. Economic growth only made them competitors. Post World War II, Myanmar enjoyed a brief fling with democracy before slipping to military rule in 1962. Over the last decade, while India initiated steps to work with Myanmar including the opening of trade routes and proposing a sea port at Sittwe, the latter’s proximity to China was arguably more. In recent years, the junction of India, Myanmar and China has been called the setting for a new Great Game of sorts. Sixty eight years old, the Stilwell Road awaits realization of intent.

Arun was a good writer, peppering his observations of China with wry humor. But what got me off my chair and off to the Stilwell Road was an eight point-declaration of intent written in September 2009 at Dali that he subsequently mailed his friends and they in turn, mailed me upon hearing my queries. The eighth point said, “ I stand firmer than ever in my dedication to the avoidance of boredom. This boredom is not the situational one, like when a reputed bore buttonholes you at a boring dinner (well, even there I would try my best to flee to the loo and dodge out the back door). It is a boredom of existence.’’ That last point had visceral connect for it described the state of the world around me. There were those of us who tried to break free from that boredom but never succeeded in getting past its strong gravitational pull. There were those who manufactured a picture of virtue from their daily surrender to boring rat race. Privately they admitted they were bored. But soon after, they constructed a magnificent justification for ignoring the obvious. In fact, it had become one of the challenges of my times – everything becomes boring; how do you avoid pattern susceptible to such entrapment?

Arun seemed aware and he tried. Significantly, he articulated the predicament beautifully and bluntly as a “ boredom of existence.’’

The least I could do to commend his spirit was, be at Pangsau Pass.

(CONCLUDED)

(The author, Shyam G Menon, is a freelance journalist based in Mumbai. He would like to acknowledge the assistance provided by Ripunjoy Das and Pranab Phukon while doing this story. An abbreviated version of this article was published in The Hindu newspaper. That article has a photo of Arun. This is the link to the article in The Hindu http://www.hindu.com/mag/2010/05/02/stories/2010050250140400.htm A bit more elaborate version was published in Man’s World (MW) magazine.)

JASON AND THE JOURNALIST

There goes lunch on a matchstick! (Illustration: Shyam G Menon)

There goes lunch on a matchstick! (Illustration: Shyam G Menon)

I don’t know how this catamaran business got into my head.

I was quite terrestrial, mediocre swimmer; yet prone to trying things beyond me. That often meant embarrassment for oneself; entertainment for others. It didn’t take long to realize that the ultimate getaway was the sea. Its blue expanse is much bigger in size than land. And what better way to be at sea than in that tiniest of crafts – two or three logs stashed together; a catamaran.

Derived from the Tamil word, `kattumaram,’ the British fashioned it into catamaran and took the description overseas. The word was used to describe the multi-hull boats of South East Asia and Polynesia as well. No better than a big float and deeply enmeshed into man’s history of seafaring, the ancient craft was ubiquitous on the Kerala coast, where it was called kattamaram. Every time you saw a fisherman or two in the distance bobbing up and down in the waves as though they were sitting on the very ocean itself, you knew it was a catamaran below. The minimalist design, almost the lack of it, held a raw appeal. At the onset of monsoon local newspapers loved to publish the photograph of fishermen throwing themselves and their catamarans from a cliff top, into the sea.

I did not have to explain all this fascination to Jason, who had suddenly surfaced just outside the low boundary wall of the resort at Poovar near Thiruvananthapuram. I tracked his movement, shoulders and head visible above the wall and gauged from the smooth, mildly bobbing drift that he was standing on a canoe or something similar. He was hawking his day’s catch of a few small fish and oysters to the resorts bordering the estuary. I looked down from the wall and saw a frail catamaran under his feet. “ Can I sit on it?’’ I asked. He studied me for a second and simply said, “ take it. Go out into the estuary.’’ Then realizing he had dropped a bomb in my brain, he offered, “ don’t worry, I will swim alongside.’’ That presented a dilemma. For the journalist, no matter how badly he writes thinks himself as descended from the first revolutionary. The sahib-servant relation was abhorrent, unthinkable. This was just that – me on a catamaran, Jason in the water. Slavery!

“ No, no, that can’t be,’’ I said, sweating as a pantheon of ghosts, from Abraham Lincoln to Mahatma Gandhi, admonished me for even hearing the suggestion made. “ How could you?’’ they thundered. I cringed fearing their wrath.

But Jason’s problem was real – his catamaran of three thin logs could take only one person. Add a second and it would become a large overturned log; the sort ship wrecked sailors of yore clung to as they drifted to a remote Pacific island. Eventually, we decided – I would venture out into the estuary, Jason would instruct from land.

There were two possible postures on the frail craft. Jason preferred what I call the geisha pose, on your knees with legs tucked painfully under your butt. Given a painful middle aged knee, I couldn’t do that. So, I opted for the normal kayaking position. With one powerful push, Jason launched craft and me into the estuary. We shot out like an arrow into the silence of the deep. As the distance between me and land rose, my mind became a multiplex and playing on screen was the shark’s view from below – there goes lunch on a match stick. And as though to serve my imagined predators well, Jason’s energy transferred to the craft petered out and lunch-on-match stick slowed to a solemn halt. I looked into the water waiting for a shadow that would grow bigger and bigger till it erupts out of the water, the world goes black and Spielberg says, “ cut!’’ Jason must have sensed my nervousness. “ Take the oar and paddle,’’ he shouted from ashore. I took the oar – oar? Here I was, seated in the best kayaking position copied from TV and I had a five feet long wooden plank for oar. It was uniformly broad, thick and heavy. How the hell was Jason using this? He has to be a superman – I thought.  Several strokes later, I was a panting mess beginning to question what I had got myself into.

This was my predicament somewhere in the middle of the estuary when the sound of outboard engines came from my right. Two boats were bearing down on me. Panic is not plain fright; it is the fright over what can be. In other words, the less you know the braver you seem, the more you know, the more panicky you get. And I knew what could happen (journalists always do).  Those boats would generate waves high enough to upset me. Throw me into the water. Now technically speaking, the catamaran is deemed more stable at sea than the popular mono-hull boat. In fact when the multi-hull design emerged from Asia, western boat builders were both taken aback and too prejudiced to acknowledge its capabilities. It took many years for the catamaran to find acceptance, that too after several western interpretations that were no more than reinventing the Asian wheel. Today it is the stuff of power boat races. However, this debate was likely truer for the multi-hull. When you have two logs stashed together like the home made contraption I was balanced on, science was a luxury. Greater certainty seemed an unwanted exploration of marine life in the estuary. My paddling went askew. The tips of my `oar’ splashed frantically on the water’s surface hardly moving the craft, then from being wood, the oar metamorphosed to cast iron and my aching hands stopped paddling altogether. Resigned, I did the next best thing – kept the oar on my lap and sat there like a Buddha contemplating the mysteries of life. Both shores were far off, the bottom was far below, the sky was high above – so sat the hermit impervious to the outcome as two ferocious boats ploughed through the water at him. In reality the journalist was outthinking everybody else; TV crew interviews the eyewitness and he says, “ man, wasn’t that guy calm?’’

I sat there like a Buddha (Illustration: Shyam G Menon)

I sat there like a Buddha (Illustration: Shyam G Menon)

The first boat with its load of tourists whizzed by in front; the second followed on the other side. One swell, then the next – surrender worked, I rode both pretty well. My little matchstick was a toughie. It was to remind me later of a yacht I had boarded in Kochi. The Australian couple who owned it was sailing around the world. It was a beautiful, well appointed boat with a sense of security to it. I looked at the other yachts in the harbor, particularly a small one. “ That man should feel scared crossing a vast ocean,’’ I said. The husband narrowed his eyes. “ Look carefully. You see those hammer marks, like dents on the hull? That’s a home-made boat. He probably built it in his garage. Looks unsafe but when in trouble he would know it like the back of his palm. And he won’t be troubled often either for his boat is small. Unlike a big ship that has several stress points, this one will ride the waves like a matchbox; too small for the ocean to break.’’ At that moment in the estuary though, two swells tackled and the remaining ones dissipating into gentler bobs, I was just relief incarnate.

“ Keep going,’’ Jason shouted. But I had had enough even though I was slowly getting used to that oar. Direction now set toward Jason, I set off. Strangely even as I moved toward him, he drifted off to my left. The current was carrying me in a straight-right direction; like a general at a military parade with everything going past. The guard of honor – by now a couple of idle watchmen from the nearby resorts had also joined Jason – stared open mouthed at this demonstration of paddling skills. The battle now was to stop the drift, which I did by somehow heading for a resort’s wharf. Except that the current carried me under it; I was now safely lodged among a dozen wooden pillars that supported the structure. “ Hello…Sir?’’ If it was the Buddha garb in deep waters, I now responded to Jason with the air of an accomplished engineer, “ doesn’t anyone maintain these things? They look rather worn out underneath.’’ It struck me then that I had said the obvious and the best thing to do, was get out. But before that vanity struck. I glanced out to see if my antics were causing general alarm. My cousin Rajeev appeared settled into a hammock, reading a book. His mother, sister and family were chatting. Only Jason, watchmen and journalist seemed involved. Good. I nudged the craft inelegantly out from its refuge. And so, the greatest catamaran journey of all time ended with an emergence from under the wharf and on to Jason’s side.

He reluctantly accepted fifty rupees; lingered to finish a smoke with the watchmen and then neatly paddled off to his fishing village nearby. On the estuary, Jason looked like a monk with divine powers, seated on water and using mere will power to navigate. The whole thing worked like a well oiled piece of machinery – his effortless paddling, comfortable position and the catamaran, skimming along on the surface of the estuary. It could have made for a movie: Flying Jason; Hidden Catamaran – Ang Lee’s missed opportunity. Jason didn’t look back. I stood there watching him; the watchmen stood there looking at me. The British adventurer and buccaneer, William Dampier, is considered the first westerner to report on the `kattumaram’ of the Coramandel coast in the 1690s. “ They call them catamarans. These are but one log or two, sometimes of a sort of light wood….so small, that they carry but one man, whose legs and breaches are always in the water,’’ he had written. Dampier circumnavigated the globe thrice.

Pretty big connections for one really small craft, I say.

(The author, Shyam G Menon, is a freelance journalist based in Mumbai)

A RIVER STORY (PART ONE)

FROM TONS RIVER TO RUPIN PASS

Looking towards the Upper Rupin Valley (Photo: Suma Rao)

Looking towards the Upper Rupin Valley (Photo: Suma Rao)

On the frail suspension bridge to Mora village in Uttarakhand the mind easily surrendered to blissful disorientation.

The wind blew as it pleased while the Tons River flowed furiously in a direction set centuries ago. Right below was a swirling eddy. What you stood on was too narrow and minimalist to intrude into the frame – you felt afloat like a feather. Looking down into the river seemed great to unwind; as an element, water was soothing, the patterns of flowing water were as soothing. In the near two months spent rafting and hiking in that region, I did this quite a few times to forget Mumbai and occasionally my outdoor camp, not all students there committed to making life easy for an instructor. That day however, the last batch was in progress. Once the camp ended four of us planned to hike upstream and cross the mountains into Himachal Pradesh. Although meant to relax after extended work, in my journalist mind it was assuming the shape of an unexpected river story.

The Tons was a tributary of the Yamuna, joining the latter at Kals in the north western part of the Dehradun valley. It was born from the confluence of two rivers – the Supin, which arose from a glacier near the Har-ki-dun valley in Garhwal and the Rupin, traced to a glacier in the environs of the Rupin Pass on the border of Uttarakhand and Kinnaur in Himachal Pradesh. Between the two originating rivers, the Supin, draining waters from the Bunderpunch, Swargarohini and Black Peak massifs, was the greater volume generator accounting for a bulk of the flow in the Tons. The unassuming Tons, tucked deep into the folds of the Himalayan foothills was in the news during the days of the Vajpayee government, when much interest was shown in rediscovering the vanished river of the Vedic period – the Saraswati. Some researchers had argued that the present day Tons represented the upper reaches of that mythological river.

The Tons was a tributary of the Yamuna, joining the latter at Kals in the north western part of the Dehradun valley. It was born from the confluence of two rivers – the Supin, which arose from a glacier near the Har-ki-dun valley in Garhwal and the Rupin, traced to a glacier in the environs of the Rupin Pass on the border of Uttarakhand and Kinnaur in Himachal Pradesh.

If I remember right, I first saw the Tons after I quit my regular job to be a freelance journalist. That would be post-2006. Our camp then was in a wooded spot on the river’s bank. It was a damp place with occasional rain and the river’s sound for constant company. Just before and after the camp were small beaches, ideal for a few moments of solitude.  Across the river was a rocky cliff. Perfect. However, in the summer of 2008, much confusion had preceded the arrival of the annual rafting camps. The authorities wanted a shift in camp site; we found ourselves considerably upstream bang in the path of the daily storm. Every afternoon we hung to our tents to prevent them from flying off and when the wind became too powerful, we simply collapsed the tents ourselves and waited out the swirling dust. Strictly speaking, this area while mountainous qualified to be the approach to the real giants beyond. We were in the foothills. From camp, you could easily do treks that took you to 8000 feet or more. That was nothing in the Himalayan world. But then, the very scale used for measurement here was different.

I clearly remember realizing this on my first mountaineering expedition in Zanskar – how small the hills of the Western Ghats (a long north-south mountain chain in peninsular India, not far from the west coast) seemed when compared to the sprawl of a bump in the lower Himalaya. Mountain features are universal but scale made every inch of this terrain engaging And that, included the hills surrounding our river camp. The Tons River though had to be viewed differently. For those fascinated by size, the enormity of the Brahmaputra’s waves would probably make a passage down that river the big mama of Indian rafting experiences. I haven’t been on that river, famous for its high volume of water and in river rafting, the size of swells it sported as a result. One river guide who worked there annually on a near 200 kilometer-stretch told me, “ if you can handle those swells you should be able to endure the trip.’’ The Tons was a pigmy compared to that colossus barreling down from Tibet, but it was a tricky pigmy.

River runners considered the Tons to be a technical river, which indicated requirement for skill. The river was shallow in parts, the waters were fast flowing and rocks abounded, to the extent that a prominent danger if thrown overboard was foot entrapment. You could get pinned down. It was also a chameleon of a river. For long in May, it maintained uniform temperament and the daily ritual of rafting grew to being predictable. The student groups came and went but the instructor stayed. Slowly, you came to know by heart the next curve in the river, the next rapid, the angle to hit it and even how the raft would behave as it cleared the section. Something was lost. Looking at the safety kayakers skimming by – a lone person in a tiny boat – I longed to taste their freedom.

River runners considered the Tons to be a technical river, which indicated requirement for skill. The river was shallow in parts, the waters were fast flowing and rocks abounded, to the extent that a prominent danger if thrown overboard was foot entrapment.

Then one day, the regular valley weather with its occasional light shower and heavy wind, befriended a larger system blowing in from far. There was heavy rain. The region’s main village was Mori. Located at a turn in the river, it was a cluster of buildings on either side of the road; eateries, provision stores, couple of saloons, fuel shop and a flour mill. It was a village settled into its own pace those two months, except when the inter-village cricket tournament started at Khunigad, few miles down the road. The game was a serious affair and Mori had a team in it. The area was clothed in pine forests, the pine trees here being quite tall with one late specimen having ranked as the tallest in Asia. When the downpour came, villagers counted the number of vehicles coming in from Netwar and Shimla and concluded that the Shimla road downstream was in trouble. They could sense it from the volume of vehicular traffic. They were right. That road was blocked by intermittent landslides, something we discovered the hard way after our small pick-up truck got bogged down in landslip-mud.

Waiting for a bulldozer to nudge our stuck vehicle free, I noticed the change to hill streams pouring into the Tons. Their waters were dark brown, caused by erosion and landslips up in the hills. That was not a good sign. With the normally clear stream water rendered murky, it would soon become imperative for hikers in these hills to either boil water or at the very least add chlorine tablets for safety. Working and hiking despite the weather, I was soon a candidate for antibiotics. What else can I say; it just got you – the damn bug. I am no botanist but from what I have heard, those pretty pine forests had much to do with soil erosion and probably, all that mud in stream and river waters. Although pine was dominant vegetation, environmentalists reminded you that pine was not indigenous to forests in these parts. Identified for its merit to make sleepers for railway tracks, the British had planted it purposefully. Growing aggressively, the pine found a new home in the Himalaya. It also extracted a price. Unlike a tropical rain forest canopy that split heavy rain drops into gentler ones, the tall pines had no such leaves to do the job. The drops landed like bullets on soft soil, which, having only a carpet of pine needles for cover was quite unprotected. The needles had another property – they made the soil too acidic for other trees to grow; trees that could have held back soil with their extensive roots. The result was alpine beauty and monsoon misery.

Meanwhile in Mori, the Tons had become an angry, muddy flow, crashing into rocks and attacking its banks. It stayed swollen for three quarters of that day spent freeing our vehicle. By evening, its original grey color returned. A week or so later, it rained heavily again. The river went through the same transformation with an added twist – a dense fog hugged its surface. It was a fog confined to the river, tracing its shape and course. The water was terribly cold. At camp, friends housed in tents close to the river shivered through the night. At least one came down with high fever. Rafting the usual stretch next morning was a surreal experience. You couldn’t see beyond fifteen feet, it was smoky white all around. The ice cold river slapped against the sides of the raft while dense fog settled on the water to a certain height, before the craggy cliffs on either side broke through and towered above. What made the ambience unique was the silent passage of the rafts, river guides straining to see the next raft and the way this scene appeared – like a mysterious boat-load of people emerging from the mist to make contact.

Rafting the usual stretch next morning was a surreal experience. You couldn’t see beyond fifteen feet, it was smoky white all around.

That afternoon, it rained again.

Next day, the lead river guide stopped me on the way to the usual rafting spot. He had brought a raft with him to try the river from quite upstream where the rapids had always been of a higher grade. “ I have never seen the river so furious before,’’ he said. Looking back, I am unsure if he actually meant that or whether that was bait dangled. The fish in me fell for it hook, line and sinker. For me, it was an adrenalin moment, the sort outdoor enthusiasts found difficult to ignore. As in climbing, where routes on rock had specific names and grades; so did rapids in a white water river. From the Tons, I recall names like `Let’s Go,’ `Give Me More’ and `Sticky Sarla.’ And like climbing routes which changed grades depending on prevailing route condition, so did these rapids. That meant, the river’s new found fury changed everything.

We had two safety kayakers this time. Aboard we were a team of five in the lone raft. The moment we hit the current, the gravity of the challenge crashed home in full measure. The river was fast, water volume was sizably up and the rapids’ grades had risen correspondingly. I noticed that the safety kayakers were also playing it by the book, avoiding direct confrontation with the rapids and staying secure by the side to keep a vigil on the raft’s progress though the heavy stuff. Usually with clients and students, outdoor instructors were a well mannered lot, role-modeling to the best of their ability. Now for the first time in weeks, expletives laced the commands on the raft, as we struggled to face the angry river with some dignified rafting. Save an impression of people watching high up from the bank I have no clear memory of anything beyond what immediately mattered – the guide, my raft, the river and the safety kayakers. That was my world. At the end of the run we were a happy, exhausted bunch. “ Please excuse the outburst and expletives. But somehow in India we work well only when the whip is cracked,’’ the guide said. Everyone smiled.

Weeks later, an Internet post on kayaking down the Rupin would correct my euphoria and bring me firmly down to ground level. The post highlighted the essence of river running in these parts. Paddling much upstream from where we had been the Canadian author – he too had been working at a rafting camp near Mori – assessed gradient at approximately 200 feet for every mile of the river and cited falls ranging from three feet to ten feet in the “ boulder filled creek.’’ If you are trying to imagine the mentioned parameters, add gushing river water to complete the scene with a kayak in it.

River guides added character to the Tons valley around Mori. Rafting being the main sport here, they upheld the outdoor tradition. Every smile was valued. Give one and you got one back with a wave thrown in for bonus. Stay long and you saw them on their daily outings. Mornings were usually busy, spent rafting with clients. Mini-trucks carrying rafts and guides plied the narrow roads. By evening, the small river running community, split into several camps along the river, paid visits to each other or went for a stroll to Mori. Hard work and long weeks in the outdoors had made them athletic. Needless to say, it was a matter of pride for me to acquire after many days, a similar spring in step and confidence in self. In all my extended visits to wilderness this eventual transition to a life of few wants – a trimmed lifestyle – was the best return on investment.

(…..TO BE CONTINUED)

(The author, Shyam G Menon, is a freelance journalist based in Mumbai. He would like to thank Suma Rao for permitting the use of photos from her collection. A slightly abridged version of this article – ie parts one and two of the river story, combined – was published in Man’s World magazine.)